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PLATE I. 
 
 A TABLE OF THE ANGLES 
 
 which overy ^oint & Quarter Point of the Compass makes with the Meridian, 
 
 NORTH. 
 
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 POINTS. 
 
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 A MANUAL 
 
 DP THS 
 
 EXAMINATION 
 
 ov 
 
 MASTERS AND MATES 
 
 AS INSTITUTKD HY THE 
 
 DEPARTMENT OF miNE AND FISHERIES OF CANADA 
 
 3 9 
 
 'J U Q ■ O 
 
 . . ' Mr 
 
 WILLIAM C. SEATON 
 
 «t'I'IilUNTKM„,NT OF TriK (iOVEl.NMKNT MAIilN,^ SCHOOLS 
 
 lat« Nantioal Ma^w^to the Sootety of Merchant Veuturer, 
 . Bristol, EnjflaBd. 
 
 
 SECOND EDITION. 
 
 ODEUKC 
 DAWSON & Co. 
 
 18T6. 
 
Entered according to Act of ParliameiU.QilCanada, in tho vc-ar 
 
 of Our Lord One Thousand Eight rfuiidf ed and Seventy. 
 
 five, by William Cmahles Seatox] "bi the Office 
 
 of the Minister of Agricntltttre. 
 
 • • ■ • 
 
 «» • 
 
PREFACE 
 
 TO THK 
 
 SECOlSl.t) EDITION. 
 
 The First Edition ol' this work was issued almost in 
 the light of an experiment, and it is consequently with all 
 the more thankfulness th'dt I have to acknowledge the favor 
 with which it has met/ In publishing this Second Edition 
 of my Manual, I have endeavored to supply all the defi- 
 ciencies which experience 'shewed existed in its predecessor 
 and it is hoped that the large additions which have been 
 made in consequence, will win for it the favor of the class 
 for which it is specially designed. 
 
 Many hundreds of examples have been introduced, thus 
 copiously illustrating every rule treated of; the answers to 
 these exercises are also giv*Mi at various stages of each pro- 
 blem, and the requisite elements from the Nautical Almanac 
 and the Admiralty Tide Tables are appended, so as to make 
 the book, as far as possi])le, complete in itself. I have thought 
 it advisable to adapt both rules and examples to the Epitomes 
 of Nori<', Bowditch and llaper, the three works on Navigation 
 
IV 
 
 in most common use, so that students who have accustomed 
 themselves to either one or other of these books, may avoid 
 the disadvantage of having to unlearn that which they may 
 have already acquired, or of ha^ ng to alter the text so that 
 it may coincide with their Tableis. 
 
 The section upon Seamanship appears for the first time 
 in this edition, much care has been expended upon it, and it 
 is hoped it will be found useful not only to the applicant 
 for a Certificate of Competency, but also to the Master in 
 actual command of his ship and the Officer in charge of the 
 deck. It is with the greatest pleasure that I have to ac- 
 knowledge the assistance which I have received in this 
 particular from Capt. H. J. R. Langdon (in charge of the 
 Grovernment Marine School at Halifax, N. S.) for I have felt 
 ths,t his thorough knowledge of -every thing appertaining- 
 to a seaman and his long experiei^^e hi his profession, made 
 all suggestions emanating from hijia,'of the greatest practical 
 value. : . ; 
 
 ***** av^ 
 
 The leading lights have bten corrected as far as possible 
 to the time of publication, and the Definitions and answers 
 to the questions in the various Examination papers have 
 been made as concise as clearness would allow. 
 
 "With thr revision that the whole of the original work 
 has undergone, together with the many additions made to it, 
 I trust the result will be so far satisfactory that i^s short- 
 comings may be overlooked, in th<^ Igpod service it has been 
 my endeavour to make this littler Manual capable of per- 
 
 forming. 
 
 William C. Seaton, 
 
 Quebec, August 1875. 
 
COPY OF HER MAJESTY'S ORDER 
 
 IlSt.CiOUNCIL, 
 
 GIVING EFFECT TO CERTiCf JCATES OF COMPETENCY ISSUED IN 
 CANADA, AND COPY OF- RULES AND REGULATIONS RELATING 
 TO EXAMINATION ot CANDIDATES AND OF CERTIFICATES OF 
 COMPETENCY AND SERVICE. 
 
 » tf ► t » 
 
 At tbe Oonrt at Balmoi'al, the 19th day of Angnst, 1871. 
 
 PRESENT, 
 
 The QUEEIfS Most Excellent Majesty in Council. 
 
 Wheheas hy (iTIie MtMThant Shipping (Colonial) Act, 18G9,» it 
 's (anioiipf other things) enacterl that where the Legislature of any 
 British Possession provides for the examination of, and grant of 
 (jertiliratos of competency to, persons intending to act as masters, 
 mates, or engineers on board British ships, and the Board of 
 Trade reports to Her Majesty that they are satisfied that the 
 examinations are so (conducted as to be equally eilicient as the 
 examinations for the same pui-pose in the United Kingdom under 
 the Acts relating to Merchant Shipi)ing, and that the Certificates 
 are givinted on such nrinciples as to show the like qualifications 
 and competency as those granted under the said Acts, and are 
 
5P 
 
 6 
 
 Copy of Her Majesty's Order in Council. 
 
 liabl(3 to be forfeited for the like reasons unrl in tlie like manner, 
 it shall he lawful for Her Majesty, by Order in Council : 
 
 1. To declare that the said "certificates shall be of the same 
 
 force as if they had been granted under th(? said Acts : 
 
 2. To declare that all or any of the provisions of the said Acts 
 
 which relate to certificates of competency granted under 
 those Acts shall apply to the certificates referred to in 
 th(5 said Order : 
 H. To impose such conditions, and to make such regulations 
 with respect to the said certificates, and to the use, issue, 
 delivery, cancellation, and suspension thereof, as to Her 
 Majesty may seem fit, and to impose penalties not 
 exceeding fifty pounds for the breach of such conditions 
 and regulations : 
 
 And that upon the publication in the London Gazette of any 
 such order in Council as last aforesaid, the provisions therein 
 contained shall from a date to be 'lieV.tionod for the purpose in 
 such Order, take effect as if they had' been contained in the Act ; 
 and that it shall be lawful for Her Majesty in Council to revoke 
 anv order made under Ibis section :•' ' ' 
 
 And whereas the Legislature pf the British possession of 
 Canada has provided for the examiijOJton of and grant by thvT 
 Minister of Marine and Fisheries in«tlu\ said possession of certi- 
 ficates of competency for sea-goin},\*skips to persons intending 
 to act as master or mates on board British seagoing ships, 
 which Certificates are hereinafter" denominated Colonial Cer- 
 tificates of Competency, and the Bbfipd of Trade have reported 
 to Her Majesty that they are satibfiec^ that the said exami- 
 nations are so conducted as to be orpially elTicicnt as the exami- 
 nations for the same purpose in the..l'Tjlited Kingdon, under the 
 Acts relating to Merchant Shipping,, and that the certificates are 
 granted on such principles as to sliOiv''t"he like ({ualifications and 
 competency as those granted under the 'said Acts, and are liable 
 to be forfeited, for the like reasons and in the like manner : 
 
 Now therefore. Her Majesty, in exercise of the power vested 
 in Her by the said recited Act, by and with the advice of Her 
 Privy Council, is pleased, 
 
 (1) To declare tliat the said CoHnial Certificates of Competency 
 granted by the Minister of Marine and Fisheries in the said 
 possession of Canada shall be of the same force as if they 
 had been granted under the said Acts, tiiat is to say, the 
 said Colonial Certificates of Competency as Masters of such 
 sea-going ship shall be of the same force as if t ley were 
 Certificates ol Competency as Masters of foreign-go ng ships, 
 granted under the said Acts, and the said Colonial Certi- 
 ficates of Competency as Mates of such sea-going ships shall 
 be of the same force as if they were Certificates of Compe- 
 tency as First Mates of foreign-going ships granted under 
 the said Acts. 
 
(2) 
 
 (3) 
 
 Copy of ller Majcshjs Order in Council. 7 
 
 To declare that all the provisions of the said Acts which 
 relate to Certificates of Competency for Ihe foreign trade 
 granted under those Acts, except the 139th section of "The 
 Merchant Shippin.t>- Act, 1854,)' and so much of the 3rd 
 paragraph of the 23rd section of «The Merchant Shipping 
 Act Amendment Act, 1862,)) as requires at the conclusion 
 of a case relating to the cancelling or suspending of a Cer- 
 tificate, such Certificate, if cancelled, or suspended, to be 
 forwarded to the Board of Trade. And the w^hole of the 
 fourth paragraph of the same section shall apply to such 
 Colonial Certificates of Competency. 
 
 To impose «ind make the conditions and regulations follow- 
 ing, mnuhered 1 to 10 respectively with respect to the said 
 Colonial Certificates of Competency, and to the use, issue, 
 delivery, cancellation, and suspension thereof, and to im- 
 pose for the breach of such conditions and regulations the 
 penalties therein meiitijoned. 
 
 • < 
 
 Forn],pf Ccrliftcate. 
 
 1. Every such Colonial Certificate of Competency shall be on 
 parchment, and as nearly ^'s "jiossible similar in shape and form 
 to the corresponding Certificate of Competency for the foreign 
 trade, granted by the Boai;d p/ Trade under the Acts relating to 
 Merchant Shipping. 
 
 Name of Pof session to be inserted. 
 
 2. Every such Colonial Certificate of Competency shall have 
 the name of the i;aid Possession of Canada inserted prominently 
 on its face and back. 
 
 Certificates to" br numbered consecutively. 
 
 3 Such Colonial Certificates of Competency shall be numbered 
 in consecutive order. 
 
 Lists of Certificates granted^ cancelled^ <£r., to be sent to Reyistrar- 
 
 General of Seamen. 
 
 4. The Government of the said Possession shall furnish the 
 Registrar-General of Seamen in London from time to time with 
 accurate lists of all such Colonial Certificates of Competency as 
 may be granted as aforesaid by the said Minister of Marine and 
 Fislu^rics, or as may for any cause whatsoever, be cancelled, 
 suspended, renewed, or re-issued. 
 
 Three years Domicile or Service necessary, 
 b. Such Colonial Certificates of Competency shall be granted 
 
8 
 
 Copy of Ihv Majesty'' s Order in Council. 
 
 only to persons who have been domiciled in the said Possession, 
 or who nave served in ships registered therein for a period of, or 
 for periods amounting to, at least three yt^ars immediately pre- 
 ceding their application for such Colonial Certificates. 
 
 Certificates of Competency granted contrary to this regulation 
 shall be regarded as improperly granted. 
 
 Certificates not to be granted when former are Cancelled. 
 
 0. Such Colonial Certificates of Competency shall not be 
 granted to any person who may have had a Certificate, whether 
 granted by the Board of Trade or by the Government of a British 
 Possession, cancelled or suspended under the provisions of tin- 
 said Acts, or of any Act for the time being in force in any part of 
 Her Majesty's Dominions unless the period of suspension has 
 expired, or unless intimation has been received from the Board of 
 Trade, or the Government by whom- the cancelled or suspended 
 Certificate was originally granted, to lh<e efiect that no objection 
 to the grant of su(;h Colonial Certificate is known to exist, or 
 unless a new Certificate has been gi-ailtcd to him by such Board 
 or Government, and in the last na«\e?l event no such Colonial 
 Certificate of Competency shall be for:4;higher grade than the Cer- 
 tificate so last granted as aforesaid. ^Cfllonial Certificates of Com- 
 petency granted contrary to this regulation shall be regarded. as 
 improperly granted. '.••' 
 
 Certificates improperly granted may be. cancelled xcithout formal 
 
 invcstigatiohl ' ' ' 
 
 7. Any such Colonial Certificate of. Competency which appears 
 from information subsequently acquired or otherwise, to have 
 been improperly granted, whether in the above or in any oi.her 
 respect, may be cancelled by the Government of the said Posses- 
 sion or by the Board of Trade in the United Kingdom, without 
 any formal investigation under u The Merchant Shipping Act, 
 1854,1) and the holder of such Certificate shall thereupon deliver 
 it to the Board of Trade or the Government of the said Pos- 
 session, or as they or either Of them may direct, and in default 
 thereof shall incur a penalty not exceeding fifty pounds which 
 shall be recoverable in the same manner as penalit'es imposed 
 by the Acts relating to Merchant Shipping are thereby made 
 recoverable. 
 
 Cancellation., Ac, of a Certificate shall involve Cancellaiion of all the 
 other Certificates possessed by its owner. 
 
 8. Every decision with respect to the cancellation or suspension 
 of a certificate pronounced by any Board, Court or Tribunal under 
 the provisions of the said Acts' shall extend equally to all the 
 
Copy of Her Majesty's Order in Council. 
 
 9 
 
 Colonial Certificates at the time possessed by the person in respect 
 of wl.oni the decision is made, as well as to all Certificates 
 granted to him under any of the Acts relating to Merchant 
 Shipping, and whether such Certificates be specified in such 
 decision or not. 
 
 Certificates believed to be fraudulent may be demanded. 
 
 9. Any officer of the Board of Trade, or the Registrar-General 
 of Seamen, or any of his officers, or a Superintendant of a Mer- 
 cantile Marine Office, or a Consular Officer, or duly appointed 
 shipping officer in a British Possession, may demand the delivery 
 to him of any such Colonial Certificate of Competency which he 
 has reason to believe has been improperly issued, or is forged, 
 altered, cancelled or suspended, or to whicn the person using it is 
 not justly entitled, and may detain such Certificate for a reason- 
 able period for the purpose of making inquiries respecting such 
 issue, forgery, alteration, cancellation, suspension, or possession 
 and any person who without reasonable cause neglects or refuses 
 to comply with such demand, shall incur a penalty not exceeding 
 twenty pounds, which shall be recoverable in the same manner 
 as penalties imposed by the Acts relating to Merchant Shipping 
 are thereby made recoverable. 
 
 Suspended Certificates to be re-issued only by Colony by which 
 
 originally granted. 
 
 10. Any such Colonial Certificate of Competency which has 
 from any cause been cancelled or suspended v/hether by a Tri- 
 bunal in Canada, or elsewhere, shall be renewed or re-issued only 
 by the Government of Canada. 
 
 This Order shall take effect in the said Possession of Canada 
 from and after the date hereof. 
 
 (Signed) EDMUND HARRISON. 
 
ai 
 
 I ii 
 
 I 
 
 r. f 
 
 *# Notice to Candidates for Examination, 
 
 NOTICE 'J'O CANDIDATES FOR EXAMINATION AS MAS. 
 TERS AND MATES, AND REGULATIONS RELATING 
 THERETO. 
 
 na?fon°' *''*^' '^^^^ examinations will be held in the ports of Mon- 
 treal, Quebec, St. John, and Halifax, at such times 
 as may be decided upon by the Minister of Marine 
 and Fisheries, of which due notice will be given. 
 
 chSi*Mn-^ Testimonials of character and of sobriety , expe- 
 duct and nbiii- rieuce, ability and good conduct on board ship, will 
 lyreqaire be required of all applicants, and wilhout producing 
 them no person will be examined. As such testi- 
 monials will have to be closely examined by the 
 examiners for verification before any certificates can 
 be granted, it is desirable thai candidates should 
 lodge them as ea^'ly as possible. The festimonials of 
 servitude of foreigners and British seamen serving 
 in foreign vessels, must be confirmed either by the 
 Consul of the country to which the ship in which 
 the candidate served belonged, or by some other 
 • official authority of that country, or by the testi- 
 
 mony of some crediblu person on the spot, having 
 personal knowledge of the facts requp-ed to be 
 established. Upon application to the Board of Exa- 
 miners, candidates wul be supplied with a form 
 which they will be recjuired to fill up and lodge 
 with their testimonials in the hands of the Exami- 
 ners. 
 
 Where the Board of Examiners are in every res- 
 pect satisfies' with the testimonial.> of a candidate, 
 service in the coasting trade may be allowed to 
 count as service, in order to q 
 flcate of competency for 
 
 mate, and two years' service as mate in the coast- 
 ing trade may Ibe allowed to count as service for a 
 Master's Gertiucatj, provided the Candidate's name 
 has been entered as mate in the Coastinjj Articles^ 
 or otlier proof s.'itisfactrry to the Exami.i(>rs, aiui 
 provided he has already passed an examination. 
 
 Rl'lus. 
 ttuaiiHo,iti..ns Tho qunliflcutious required for the ranics under- 
 
 for eortifloHtoB i- ■* i /• n * 
 
 of ooinpotonny mentioned are as iollow : 
 
 1. A ^late or only Male must bu nineteen years of 
 age, and have been four years at sea. (Service in a 
 superior capacity is in uU cases to by cquivulent to 
 service in un inigrior one.) 
 
 How time in 
 CoastinK Trade 
 will count. 
 
 \ 
 
 to qualify him for a certi- 
 a '' sea-going ship, " as a 
 
Notice to Candiihtcs of Examination. 
 
 11 
 
 cy 
 
 2. In Navigation. — He must write a legible hand, 
 and understand the first rules of arithmetic, and the 
 use of logarithms. He; must be able to work a day's 
 work complete, including the beaiings and distance 
 of the Port he is bound to, by Merca tor's methot ; 
 
 to correct the sun's declination for longitude, find QuaUfioationg 
 his latitude by the meridian altitude of the sun, and Df-'c^Se"'*"" 
 by single altitude of the same body off the meridian. '« mates. 
 He must be able to observe and compute the varia- 
 tion of the compass from azimuths and amplitudes ; 
 he able to compare chronometers and keep their 
 tes ; and be able to find the longitude by them 
 i/om an observation of the sun by the usual methods. 
 He must he able to lay off the place of thj ship on 
 the chart, both by the bearings of known objects, 
 and by latitude and longitude. He must be able to 
 determine the error of a sextant and to adjust it ; 
 also to find the time of high water from the known 
 time at full and change. 
 
 3. In Seamanship. — He must give satisfactory 
 answers as to the rigging and stripping of ships and 
 stowing of hold? ; must understand the measurement 
 of the logline, glass and lead-line; be conversant 
 with the rule of the road, as regards both steamei-s 
 and sailing vessels, and lights and fog-signals carried 
 by them, and will also be examined as to his 
 acquaintance with " the Conunercial Code of Signals 
 for the use of all nations." In addition to \/hich lie 
 will be reijuired to know how to moor and unmoor 
 and keep a clear anchor ; to cai'ry out an anchor, 
 ana to make the requisite entries in the ship't: log. 
 He will also he qucjstioned as to his knowledgi; of 
 the use and management of die mortar and rocket 
 linos in the case of the stranding of a vessel as ex-- 
 plained in the olhcial logbook. He will also be 
 re(iuired to know to shift large spars and sails; to 
 manage a ship in stormy weather, to take in and 
 mak(3 s-'iii, ^,0 shift yards and m.'^sts, &c., a'ld to get 
 heavy weights, anchors, ike, in and out; to cast a 
 ship on a lee-shore ; and to secure the masts in the 
 event of accident to the bowsprit. 
 
 4. A Muitermn^i be lw(Mity-one years of age, and Manor 
 have been six years at sea, of w'hich at lea»t two yoiirs 
 must have been as Mate, or Only Mate. 
 
 5. In addition to th(« qualification for a Mate or 
 Only Mate^ he musL be ablo to find the latitude by a 
 Rtar, &c. He will be ask(Hl questions as to the nature 
 of the attraction of the ship's iron upon the compass, 
 imd as to tbo method of detormiuing it. He will bd 
 
12 
 
 Notice to Candidates for Examination. 
 
 Snrvice in fore- 
 nnd-ni't ritrgcd 
 ve«i<el8. 
 
 i t 
 
 Punotuntity of 
 candidHte'i nt- 
 tendnnoe. 
 
 ! fi! 
 
 
 Candidates in- 
 juring exami- 
 nntion paper*. 
 
 Cflndldatet dti- 
 oovered oopy- 
 inr, «to. 
 
 px.amined in so much of the laws of the tides as is 
 necessary to enable him to shape a course, and to 
 compare his soundings with the depths marked on 
 the charts. He v;ill be examined as to his compe- 
 tency to construct jury rudders and rafts ; and as to 
 his i-esources for the preservation of the ship's crew 
 in tlie event of wreck. He must possess a sufficient 
 knowledge of what he is reauired to do by law as 
 to entry and discharge, and tne management of his 
 crew, and as to penalties and entries to be made in 
 the official log, and a knowledge of the measures 
 for preventing and becking the outbreak of scurvy 
 on board ship. He will be qaestionod as to his 
 knowledge of invoices, charter-party, Lloyd's agent, 
 and as to the nature of bottomry, and he must bo 
 acquainted with the leading lights of the channel 
 he has been accustomed to navigate, or which he is 
 going to use. 
 
 6. In cases where an applicant for a certificate 
 as Master has only served on a fore-and-aft rigged 
 vessel, and is ignorant of the management of a 
 square-rigged vessel, he mav obtain a certificate on 
 which the words " Fore-and-aft-rigged vessel" will 
 be written. This certificate does not entitle him to 
 command a square-rigged ship. This is not, however, 
 to apply to J/a/es, who, being younger men, are 
 expected for the future to learn tneir business com- 
 pletely. 
 
 7. Candidates are required to appear at the exa- 
 mination room punctually at the time appointed. 
 
 8. Gaiulidates are prohibited from bringing into 
 the examination room books or paper of any kind 
 whatever. The slightest infringement of this regu- 
 lation will subject the oCTender to all the penalties 
 of a failure. 
 
 9. Iii the event of any candidate being detected 
 in defacing, blotting, writting in, or otherwise in- 
 juring any book or books belonging to the Board, 
 the papers of such candidate will be detained until 
 the nook or books so defaced bo replaced by him. 
 Ho will not, however, be at liberty to remove ihe 
 damaged book, which will still remain the property 
 of the Board. 
 
 10. In the event of any candidate being dis- 
 covered copying from another or affording any 
 assislance or givmg any information to another, or 
 communicating in any way with another during tho 
 time of examination, he will subject himself to a 
 failure and its consequences. 
 
Notice to Candidates for Examination. 
 
 13 
 
 11. No candidate will be allowed to work out 
 his problems on a slate or on waste paper. 
 
 12. No candidate will be permitted to leave the 
 room until he has given up the paper on which he 
 is engaged. 
 
 13. Candidates will be allowed to work out the 
 various problems by the method and tables they 
 have been accustomed to use, and will i)e allowed 
 six hours to perform the work. At the expiration of 
 six hours they will, if they have not finished, be 
 declared to have failed, unless the Board of Exa- 
 miners see fit to lengthen the period in any special 
 case. If, however, the pwiod is lengthened in any 
 case the spe; ial circumstances of that case and the 
 reasons for lengthening the period must be reported 
 to the Minister of Marine and Fisheries by the Exa. 
 miners at the time they send in the Report. 
 
 14. The corrections by inspection from the tables 
 given in many works on navigation, will not be 
 allowed (see Tables IX, XI and XXI, in Norie's 
 Epitome, &c. ) ; every correction must appear on the 
 papers of the candidates. The first-class are referred 
 to page 519 of the Nautical Almanac, 1867, for fur- 
 ther information on this subject. 
 
 i 5. Candidates are expected to bring their answers 
 to all problems within, or not exceed a margin of 
 one mile of position from a correct result. 
 
 16. In finding the longitude by chronometer, 
 the logarithms used in finding the hour-angle should 
 bo taken out for seconds of arc. 
 
 In all other problems the logarithms to the 
 nearest minute will be sufllciently correct for all 
 grades, except Mastei*, I'rom whom a degrees of pre- 
 cision will be required, both in the work and in the 
 results, beyond what is demanded from the inferior 
 "^rade. 
 
 17. In every case the examination for Master is 
 to commence with the problems for Mate. 
 
 18. In all cases of failure the candidate must bu 
 re-examined de novo. If the candidate fails in 
 Seanuinship he will not bo re-examined until after a 
 lapse of six months, to give him time to gain ex- 
 perience. If ho fail three times in Navigation ho 
 will not be re-examined until after a lapse of three 
 mouths. 
 
 19. The Examiners are to insert in the Report of 
 Examinations (under heading Remarks), the words 
 " piisseu," (or "failed, " ) in Commercial Code of 
 Signals, as the case may be. 
 
 Timo allowed 
 to work out 
 navigation pa- 
 pen. 
 
 Corrections by 
 inapeotion not 
 allowed. 
 
 Ezaminaticn 
 to oommeno* 
 with that of 
 inatei. 
 
 Re - exAmina* 
 tlon in oate of 
 failu. (. 
 
 Kxaminatlon 
 ai toknowUdM 
 of oommerolAl 
 code of ligntli 
 
■a 
 
 14 
 
 Notice to Candi'latcs for Examination. 
 Notes. 
 
 Coirpctinpr dec- Candidates will And it more convenient, both 
 linaiion, &c. |^gj.p r^^^y j^j. g^^j^^ j.q eorrect the declination and oUier 
 
 elements from the Nautical Almanac by the " hourly 
 diilbrences," which have been given in that work 
 in order to facilitate such calculations, they will 
 thereby render themselves independent of any pro- 
 portion or logarithmic table for such purpose, 
 stftndnrdofex. As the examinations for Masters and Mates are 
 be"aised? ^''' ^^^^ compulsory, the qualifications have been kept 
 as low as possible, but it is distinctly to be under- 
 standard of ex- stood that the Minister of Marine and Fisheries 
 ^^^>n"*'ontobe may raise the standard ft-om time to time, when- 
 ever, as will no doubt be the case, the general 
 attainments of officers in the Merchant Service shall 
 render it possible to do so without inconvenience ; 
 and officers are strongly urged to employ their 
 leisure hours, when in port, to the acquirement of 
 the knowledge necessary to enable them to pass 
 their examinations ; and masters will do well to 
 permit apprentices and junior officers to attend 
 schools of instruction, and to atford them as much 
 time for this i)urpose as possible. 
 
 NOTICE, 
 
 
 i 
 
 
 .A 
 
 Examination of Mastkiis and Matks. 
 
 By virtue of an Order in Council bearing dale 
 the 2i)th of Juno, 1871, tho following amendments 
 hav«! been made to the Rules and Regulations for 
 examination of Candidates for Certificates ofConi' 
 petency as Masters and Mates in Mercantile Marine, 
 as ajjproved by Order in Council of 27th February, 
 1871. 
 
 1st. Rule 1st has been so amended as to require 
 five years servicM' at sea instead of four y(>ars, for a 
 Mate or only Mate, of which one year must have 
 been as either second or only Mate, or as both ; 
 services in a superior capacity being in all cases 
 equivalent to service in an inferior cajiacity. 
 
 2nd. Candidates for Certificates of Masters and 
 Mates must be examined in the use of the Interna- 
 tional Code of Signals, and failure in this branch 
 will bo treated as failure in Navigation. 
 
 By Order, 
 
 WM. SMITH, 
 
 Deputy of the Minister of Marine and Fii>herics> 
 
 JDkPAUTMKNT 01' MaHINU ANn FlSHlillllitJ, 
 
 Ottawa, 20th July, 1871. 
 
Examinations of Masters and Mates. 
 EXAMINATIONS OF MASTERS AND MATES. 
 
 15 
 
 NOTICE OP ALTERATION IN EXAMINATION PAPERS. 
 
 By virtue of an Order in Council, bearing date the 12tli Octo- 
 ber, 1872, all Candidates presenting themselves tor examination 
 for Masters' and Mates' Certificates for the first time will be 
 required to give short definitions of so many of the terms con- 
 tained in the following list [A]* as may be marked with a cross by 
 the Examiner. These questions are at the same time intended 
 to test the Candidate's handwriting and spelling, to both of which 
 special attention should be paid by him. 
 
 For the "Table of Deviations " which heretofore formed part 
 of Exu. 7, the questions contained in the following list [B|-J- have 
 been substituted. Candidates for Certificates of Competency as 
 Masters Ordinary will be re.juired to answer at least eight of such 
 of these questions as may be marked with a cross by the Exa- 
 miner. 
 
 WM. SMITH, 
 
 Deputy of the Minister of Marine and Fisheries. 
 
 • Sec Deflnitiuns in Navigation and Nuutlcul Astronomy, 
 t See '« Deviation. " 
 
in 
 
HINTS TO STUDENTS. 
 
 When a rule has been explained to you, study it in connection 
 with the worked examx)lo until you can see a little into it; then 
 work out the first example two or three times until you get into 
 the swing of it, for you must remember, that it is not the nimiber 
 of examples yon work out, but the number which you understand, 
 that is the real test of your progress. Never puzzle loo long over 
 a diiricuUy. >ut go and ask for an explanation directly you find 
 vou cannot see vour way clear : for von mav not onlv be verv 
 needlessly wasting time, but you may be getting a wrong idea 
 into your head which may give you a lot of trouble to unlearn ; 
 a very few words from a competent authority will generally 
 make a crooked path appear straight. Again, refer as little as 
 possible to the data given with the answers ; these are only supplied 
 to help you in detecting a possible error, but if you use them as 
 a kind of running check while you are working out the exercises, 
 you will be accustoming yourself to leading strings which you 
 will look for in vain when before the Board of Examiners. Do 
 not leave one kind of work for another imtil you are desired so 
 to do, for there is often a great deal to learn in the work you are 
 about, at the very time that you may think yourself master of if. 
 Any one wo understands and can work out the exercises given 
 in this Manu.J may, with justice, consider himself a good navi- 
 gator ; but this is not enough for an applicant for a certificate of 
 competency, for he not only requires a certain amount of polish 
 in his work, but he n^qnires to be kept posted in the little minor 
 changes which are constantly occurring in the conduct of the 
 examinations ; this is ofi'ected by what may he termed the floathig 
 sets of examination papers in the schools under my control, and 
 these will be given to the student when he is prepared to use them. 
 
 Lastly, learn every thing tlwroufihly, for in the same way that 
 one weak link will destroy the strength of a cable, so one little 
 problem, carelessly learnt, oftentimes brings a man to grief when 
 he is before the examiners. 
 
I 
 
 i' 
 
 'lii> 
 
 ^^BSSBBSBBm 
 
LOGARITHMS. 
 
 TO FIND THE INDEX OF A NUMBER. 
 
 1. li the griveu immber be a whole munber.-Gouiit llic num- 
 ber of figures contained in it, and the index will be 1 less than 
 Miat number : 
 
 Ex. 1 — The index of 8 is 
 
 2. "thegrlveuiiumberisamixeclimmber.— The index will b«> 
 
 I less than the number of figures to the left hand of the decimal 
 point : 
 
 Ex. 4—- The index of 3-G is 
 
 " 5~ " 45.9 u ^ 
 
 "6— " 82-65 " 1 
 
 (( 
 
 u 
 
 369-4 
 
 3. If the Klyen number is a decin.al ini.,iber.-If there ar.. not 
 •niy cyphers following the decimal point, the index will be - 1 
 but every cypher between the point and the first significant ' 
 
 • The first significant figure is the figure tiot a cypher. 
 
m 
 
 Hg 
 
 wm 
 
 20 
 
 Lofjavithms, 
 
 II: 
 
 ligiire will increase the index by I ; these are called negative 
 
 indices: 
 
 Ex. 8 The index of -30 is - I 
 
 '' 9 '' -036 ^' -2 
 
 '' 10 " -0030 •' -3 
 
 4. What are termed complementary indices are sometimes 
 nsed in their place, to obviate any difficulty that may be found in 
 using the negative sign ; these indices are found by subtracting 
 the negative index from 10 — or directly, by subtracting the 
 number of cyphers immediately following the decimal point 
 from 9, the remainder being the index required. In tlie last three 
 examples, the complimentary indices would be 9, 8 and 7 res- 
 pectively. The objection to the use of these indices is, that in 
 some computations, there maybe u difficulty in judging, whether 
 the resulting index be of a positive or negative character. 
 
 TO FIN1> THE LOGARITHM OP A GIVEN NUMBER. 
 
 5. In the left hand column of the table (Norie Table XXIV, 
 Bowditck Table XXVI, liaper Table C4) will be found a series of 
 numbers in regular order from 100 upward, and to the right of this 
 column of numbers, will be seen several other columns, marked 
 at the top and bottom from to 9. 
 
 O. II' tlie given iiuuiber contains four flgurcH. — Look in the 
 column of numbers for the first three figures of the given number 
 <never mind the decimal point of there is one) then in that line, 
 and in the column marked with the fourth figure at the top (or 
 bottom) will be found the logarithm required, which set down 
 alongside its index. 
 
 Ex. 1 i.— The logarithm of 82 -05 is 917243, and would be the 
 same, if the decimal point in the natural number were in any 
 other place, the change effected by a removal of the decimal 
 point, being recorded by the index. The index of the above num- 
 ber being 1, the logarithm will be set down as 1 -917243. 
 
 Ex. 12.— The logarithm of 3G9-4 is '> 567497. 
 
 7. If tlie given number contaiiM lesH than four figiireH. — 
 
 Suppose as many cyphers added to its right hand, as will made 
 up four figures, then take out the log. of it as directed in the 
 preceeding paragraph (5). 
 
 Ex. 13 The logarithm of 3'G (or 3 GOO) is 0-556302 
 14 " 45-9 (or 45-90) " 1-661813 
 
 (( 
 
Lofjarithms. 
 
 l 
 
 8. If the gfveii iniin1)cr (^ntniiiH more tliaii foiir fifnireH. — 
 
 Find the log. ol ' ho first lour fif^iiros, after which take out the 
 number found (i[.posite in the " Diff " column* and multiply it by 
 the remaining figures of the given number, cut olf from the right 
 of the product, as many figun^s as you have multiplied by, and 
 the number thus left will be the correction, which is to be added 
 to the log. first taken out. 
 
 9. In liapcr this correction may be taken out by inspection, 
 thus: — look at the bottom of the page for the line having your 
 "•DifT" number at its left hand, then in that line and under the 
 iifth figure, found at the top of this subordinate table, will be 
 given the correction required. Although the correction necessary 
 for six or more figures may also be found, by [>lacing each further 
 tabular correction successively one place more to the right, yet 
 when the natural number e.xcoeds five figures, it will be found 
 more accurate to compute the correction as directed in (8). See 
 examples 15 and 10 where the correction there found by calcula- 
 tion, will be seen to be the same as those given by inspection. 
 
 Ex.15— Find the logarithm of 847-;i2 
 
 Log. of 847-3 2-928037 difi". 51 
 
 Correction for 2 + 10 2 
 
 Log. 
 
 of 847-32 
 
 2-928047 correction 
 
 10,2 
 
 Ex. 
 
 10 — Find the logarithm of 84-7325 
 Log. of 84-73 t -928037 ditf. 
 Correction for 25 4. 13 
 
 51 
 25 
 
 Log. of 847325 1-928050 
 
 255 
 
 102 
 
 (The left hand figure of those cut oil' being over 
 
 5 makes the correction I more) 12,75 
 
 ♦ In Bowditch this numbtr is found by subtracting the log. taken out, from 
 the one following it in the tAbles ; nnd if the given number contains but five 
 figures the correction may be found by inspection thus : — soluct tho little tabli- at 
 the right of the page, which lias this diift^rence at the top ; now find the fifth figure 
 of the given number In its left hand column, and opposite will be given the 
 required correction, which is additive to the log. of the first four figures. 
 
Iff 
 
 22 
 
 Lor/arithms. 
 
 
 !! 
 
 Ili lip 
 
 i 
 
 I I Li 
 
 TO FEND THE NUMBER CORRESPOXDING TO A GIVEN 
 
 LOGARITHM. 
 
 10. If a natural number containing tour figniu*e8 will be 
 sufficient. — Find the nearest log. in tlie table to the given one, 
 and in the number cohimn opposite, will be found the first three 
 figures of the required number, while the fourth will be given at 
 the top (or bottom) of the column where the nearest log. was 
 found ; the decimal point is now to be placed as explained in the 
 rule below (10 ?i 11.) 
 
 Ex. 17. — Required a natural number to four places of figures 
 corresponding to the logarithm 707847. 
 
 Here the nearest log. to that given is 707826 the natural num- 
 ber corresponding to which is 5103. 
 
 Ex. 18. — Required a natural number to four places of figures 
 corresponding to the logarithm 8G3C00. 
 
 In this cas ;, the nearest log. is 863020 giving as a natural 
 number 7335. 
 
 11. If the natural number is required to more than four 
 places offlgiu-es. — Find the nearest less log. to that given, you 
 will thus obtain the first four figures of the desired number ; now 
 subtract the log. taken out from the given one, and place a cypher 
 to the right of the remainder ; divide the number so formed, by 
 the number found in the " Diff." column * opposite the log. taken 
 out, and the quotient will be the fifth figure required. If a sixth 
 figure is desired, add a cypher to the last remainder and divide 
 by the tabular diiference as before ; in this manner, by placing a 
 cypher to the right of each successive remainder, and dividing by 
 the tabular difference, any number of additional figures may be 
 obtained. It may be mentioned that if the exact log. is found in 
 the table, any additional figures required will be cyphers. 
 
 12. In Raper a fifth iigure may be foimd by inspection thus : — 
 look in the table at the foot of the page for the line having your 
 " Diff." number at its left hand ; then in this line, select the nearest 
 you can to the difference between the given log. and that taken 
 out, and the figure at the head of the column will be the fifth 
 
 « In Bowditeh, as before, this difference is found, by subtracting the log. 
 taken out from the one following it in the table ; and if only one additional 
 figure is required, it can be found by inspection, thus : — select the little table at 
 the right of the page having this difference at its top ; then find in its right hand 
 column, the nearest number to the difference between the log. taken out and the 
 given one, and a'ongbide will be found the fifth figure require^*. 
 
 ly ,. 
 
Logai ithms. 
 
 23 
 
 figure required. Further figures may also be obtained by this 
 method, but as their accuracy cannot be depended upon, it is 
 better to find them by calcuhation, as explained for Norie's epitome. 
 
 See Ex. 19, and the fifth figure found by inspection will be seen 
 to be the same as that given by calculation. In Ex.20, the " Diff." 
 by Raper is 333 instead of 332 as give by None, but this does not 
 change the result. 
 
 Ex. 19. — Find the natural number to five places of figures 
 corresponding to the logarithm 575916 
 Given log. 575916 
 
 Nearest less log. 575880 corresponding natural number 3766 
 
 "Diff." 
 
 115;360l,3 
 345 
 
 15 
 
 The required natural number therefore is 37663. 
 
 Ex. 20. — Required the natural number to six places of figures 
 corresponding to the logarithm 1 15500. 
 Given log. 115500 
 
 Nearest less log. 115278 corresponding natural number 1304 
 
 332 ; 22200 (^ 66 
 1992 
 
 2280 
 1992 
 
 288 
 
 Here the remainder being more than half the divisor, shews 
 that in the last figure of the quotient, 7 would be nearer than 6, 
 the natural number required is consequently 130467. 
 
 Ex. 21. — Required the natural number to five places of figures 
 corresponding to the logarithm 447003. 
 
 In this case the exact log. is found with a natural number of 
 2799 the natural number required with therefore be 27990. 
 
 TO PLACE THE DECIMAL POINT. 
 
 13. II' the index is positive.— Add 1 to the index, and reckoning 
 from the left of the natural number, point off that number of 
 figures. 
 
■ i 
 
 ^ l!li I 
 
 111 
 
 i 
 
 I 
 
 
 Logarithms. 
 
 Ex. 22 
 
 " 23 
 " 24 
 
 The natural uumbei' of 0-874550 is 7-491 
 '• " 1-5(57700 " 36-9G 
 
 " " 2-995315 " 989-3 
 
 14. If the index In iicg^ative. — Ssibtract I from the index, and 
 prefix to the left of the natural number, that number of cyi>her», 
 placing ihe decimal point to the left of all. 
 
 Ex. 25 — The natural number of - 1-493190 is -3113 
 ■ 2G— " " -2-321184 " -02095 
 
 '' - 3-049092 " -008900 
 
 27 — 
 
 a 
 
 (.(. 
 
 15. If the complementary indices liave been used, subtract the 
 index from 9 and this will give the number of cyphers to be 
 prefixed to the natural mmiber. 
 
 In the three last examples, the complementary indices would 
 have been 9, 8 aud 7 respectively ; and it will be seen, that the 
 application of the rule will bring the same result to that given 
 above. 
 
 TO FIND THE LOG. SINE, COkSJNE &c., OF A GIVEN ARC. 
 
 1«. These logs, wnll be found in Tabic; XXV of Norir^ Table 
 XXVII of BowdUch or Tal)le 68 of Haper as foi;,.-"s :~ 
 
 17. If the f»rc Is less than 45". — Find the page having the 
 required degrees at its top, now seek the minutes in its left hand 
 column and opposite *o this, in the column marked with the name 
 of the desired log. at the top., will be found the log. required. 
 Ex. 28 — The log. sine i h W is 9-2!)3399 
 
 29 — The log. Co. secant of 35" 4!' " 10-234104 
 
 
 1'he log Cosine of 
 
 23" 14' " 9-956447 
 
 18. If the arc is Kreater tlian 45". — Now in seeking tlu! 
 proper page, the degrees will be found at the botttmi of the page, 
 with the minutes in its right hand colunni, opposite which, the 
 log. required will bo found in the column marked at foot with its 
 name. 
 
 Ex. 31 —The log. secant of 47" 54' is 10-173649 
 " 32 — The log. Go. tangent of 70" 39' " 9-545524 
 " 33 — The log. sine of 57" 12' " 9-924572 
 
 H>. If the arc exeeeilH »0". — Either subtract the arc from 
 180" and take out the required log. of the remainder, or take out 
 Iho complement of what the aro exceeds 90", that is, tha tange t 
 for the Co-tangent ^c. 
 
Logarithms. 
 
 Ex. 34 — Find the Go-Secant of OO" 18'. 
 
 The supplement of this arc ( that is, what it is less than 180" 
 is 80" 42' the Go-Secant of which is 10.005746, and the Secant ol 
 \h 18' (which is what the arc exceeds 90'») will be found to give 
 the same logarithm. 
 
 20. If the log. Is loquired to secoiuJs. — By Nurie, take out 
 the required log. for the degrees and minutes as above, and also 
 the number opposite it in the difference column adjoining * ; now 
 multiply the difference by your seconds, uut off two figures (always 
 two) from the right of the product, and the figures remaining will 
 he a correction, which is to be applied to tho loj^. of the degrees 
 and minutes ; subtractive if it is a Gosine, Gotangeni or Go-secant 
 (that is, if it is a Co.) but additive, if it is a sine, tangent o" scant 
 (that is, if it is not a Co). 
 
 Ex. 35 — Required the log. sine of 18" 42' 35". 
 
 The log. sine of 18o 42' 9-50598 1 Diff. 022 
 
 Correction for 35" 
 
 f- 218 
 
 35 
 
 Log, required 9-50r)l!V.) 
 
 18G6 
 
 Correction 217,70 
 
 Ex. 36 — Reiiuired the log. Cosine of 49" 24" 8'. 
 The loir. Gosine of 49" 24' 9-813430 Diif. 
 
 Correction for 8" 
 
 Log. required 
 
 20 
 
 240 
 
 8 
 
 9.813410 CoiTection 19,08 
 
 Ex. 37 — He(iuired the log. Co-SecaiM of 105" 14' 40 . 
 The log. smi;// of 15" 14' lO-01553'i Dili'. 57 
 
 Correction for 30" + 23 40 
 
 Log. required 
 
 )0015557 Correction 22,80 
 
 21. By liowditch, take out tlui required lo,u. for degrees and 
 niiuutes as above, and then look on' your seconds in the left hand 
 column of minutes [always the left hand) and in the "Diff." 
 <'olumn adjoining the log. taken out will bo found a correction. 
 
 • In the earlier cditionn of Notie tho dirtcrenco for tho Go-bocant will Imi 
 found^iHoDgsidx the 8ino oolumn, while that of the Hecant will have to be taken 
 from tho difference column next the CohIuv. 
 
w 
 
 m 
 
 •2(> 
 
 Logori'hm.y 
 
 \vliieh is to b(; applied to the log of the dejjjrees and minvitesy 
 snblractive if the Ifyg. taken out is a Cosine, Cotangent, or Co- 
 secant (that is. if it is a Co.) but additive if it is a sine, tangent or 
 secant (that is, if it is not a Co.) 
 
 The examples 35, 'Mi and 37 given above are now worked as 
 under: — 
 
 Ex. 35. Ex. 36. Ex. ^7. 
 
 IS" 42' Sine «r505«)8 40" 24' Co^ ()-8t3 ;3 1 1-' 14' Sec. 10-01553 
 3-V' Cor. + 22 8" Cor. — 2 40 Cor.+ 2 
 
 !)-5Ct)2() 
 
 fl-8!341 
 
 i00155i 
 
 Ii. will lx( noticed, that foi the first fonr pages of th> table, 
 flieie are no lettsn; at the heads of the colnnmii of logs. ; if 
 the lecjuired log. falls in either of these pages, the correction 
 must be calcnlated ; thus: — ninlti]tly the diirerenc(! alongside 
 the log. taken out, by the seconds, and divide the jirodnct by 60 
 icnt oir the right hand lignre and divide the remaining flgnres 
 by {]) and the quotient will be the correction to be applied as 
 hefore directed. 
 
 Ex. 3*^ — Required the log. sine of 4" ID' 25'. 
 
 The log. sine of 4" 19 is 8.87661 
 Correction for 25" -|- 70 
 
 Log. required 8.87731 
 
 Ditr. 
 
 I6i- 
 
 840 
 
 33(i 
 
 6 ! 420,0 
 
 Correction 
 
 10 
 
 lift 
 
 22. In Raper the logs.a.e given to every half minute, and there- 
 fore the required log. is to be taken out to the nearest less arc given, 
 .ind adjoining it will be seen a culnmn of ''Parts" from whence 
 th<' correction for th(> remaining seconds is to be taken, this is lo 
 snbtracteti from tlu^ log. taken out if it be a ccsine, colangerjt or 
 cosecant ^that i« if it is a co) but added if it be a sine tangent or 
 secant (that is if it is not a co). For the first few pages of the table, 
 the columns of " Parts" belonging to some of the logs, are omitted, 
 bnt Tables 66 and 67 snpply their place ; the first, by giving the 
 sines and cosines to every second of arc a«^ far as the table extends ; 
 and the other, by giving them to every 10" with a table of corrcc- 
 
Logarithms. 27 
 
 tionsatthe side foi-aiiy seconds remaining ; tlie tangents to seconds 
 are not required for the problems treated of, but still, they may 
 he found by adding the log sec. to the log. sine of the required 
 arc. The Examples 35, 'J6, 37 and 38, given above, are now again 
 worked underneath. 
 
 Ex. 35. 
 ■ 18'>.42'30"sine9-50()lf)8 
 5' parts 4- 31 
 
 Ex. 36. 
 4<>24'cos. *) -8 13430 
 8" i)arts- 20 
 
 9-506199 
 
 9-R13410 
 
 Ex. 37. 
 15ol4'30" sec. 10015551 
 10" parts + 6 
 
 10015557 
 
 Ex. 38. 
 4''19'20" sin. 8.877172 
 parts 4- 140 
 
 5" 
 
 8-87731 2 
 
 TO FIND THE AUC CORRESPOND IN CI TO A LOG. SINE 
 
 COSINE, &v. 
 
 23. In the proper column llnd the nf^are.-st to the given log., 
 then if this column is marked with the nanu? of th(! given log. 
 at the top, take out tlu? degrees at ttu; bead of the page, and 
 the minutes will be found opposite the nearest log. in the left 
 handcohimnof the page; but if the name of the given log. is 
 found at the bottom, tben the degrees are also taken fi-om the 
 bottom and the miiuites from the right hand column of tiie page. 
 
 Ex. 39. — Find the arc corresponding to the log. siiu^ 9-429600. 
 
 Here the nearest log. in a sine column isi 9-429623 and the arc 
 required s 15" 36. 
 
 Ex. 4u. — Find the arc corresponding to the log. tangent 
 10-280180. 
 
 The nearest log. is 10280138 and con8e(iueutly th(» desired 
 ar(^ is 62'> 19. 
 
 MULTIPLICATION BY LOGARITHMS. 
 
 24. Take out the logs, of the two nimibers to the multiplied, 
 and add them togethtn- the natural number corresponding to Ihi' 
 sum v.ill be the product required. As far as the indices are con- 
 
2.S 
 
 Logarithms. 
 
 
 m 
 
 cerned, this is the algebraic sum, that is, if the indices are both 
 positive or negative, add them togetiier, marlving the result with 
 the same sign ; but if one is positive and the other negative, then 
 take their difference, and name the remainder positive or negative 
 the same as the greater of the two, bearing in mind, that a 
 carrying figure is always positive. 
 
 Ex. 1.— Multiply 289 by 6-991 by common logarithms. 
 
 289 log. 2-460898 
 
 6-991 log. 0-844539 
 
 
 P'lODIJCT 
 
 . — Multiply 
 
 2020 
 •86341 by 
 
 0054. 
 
 3-305437 
 
 
 Ex. 2 
 
 
 
 
 
 -88341 
 
 log. 
 
 -1-936217 
 
 
 
 PIIODUCT 
 
 — Multiply 
 
 -0054 
 
 log. 
 1328. 
 
 -3^732394 
 -3608611 
 
 
 
 •0046 
 
 62 
 
 ( •oc 
 
 
 Ex. 3. 
 
 4-675 bj 
 
 
 
 
 
 4-675 
 
 log.- 
 
 -0^669782 
 
 
 
 PRODUCT 
 
 Multiply 
 
 -00328 
 
 log.- 
 3-906 by 
 
 -3-515874 
 -2-185656 
 
 
 
 •01533 
 
 
 Ex.4 
 
 i-782 
 
 by 
 
 common log. 
 
 irithnis 
 
 " 5 
 
 C( 
 
 62^72 
 
 Cl 
 
 4273 
 
 u 
 
 (. 
 
 '' 6 
 
 (C 
 
 4-792 
 
 a 
 
 49^96 
 
 41 
 
 u 
 
 u 7 
 
 u 
 
 367-46 
 
 u 
 
 29-678 
 
 (( 
 
 (( 
 
 " 8 
 
 u 
 
 49074 
 
 u 
 
 382-67 
 
 (( 
 
 u 
 
 " 9 
 
 u 
 
 4789-4 
 
 a 
 
 3 8892 
 
 (( 
 
 a 
 
 " 10 
 
 u 
 
 82-291 
 
 11 
 
 468-46 
 
 U 
 
 i( 
 
 a ,1 
 
 u 
 
 42364 
 
 a 
 
 29-5467 
 
 (( 
 
 (I 
 
 u 12 
 
 11 
 
 10000 
 
 (C 
 
 too 
 
 u 
 
 (( 
 
 "13 
 
 (i 
 
 28-887 
 
 (( 
 
 462^92 
 
 u 
 
 u 
 
 " 14 
 
 C( 
 
 7400-2 
 
 (( 
 
 386-450 
 
 u 
 
 (( 
 
 "15 
 
 u 
 
 447-3 
 
 (( 
 
 76682 
 
 u 
 
 (( 
 
 " 16 
 
 " 880-008 
 
 t( 
 
 88-08 
 
 (C 
 
 u 
 
 u 17 
 
 !,(, 
 
 •77005 
 
 (( 
 
 6514 
 
 u 
 
 (( 
 
 " 18 
 
 bk 
 
 •00362 
 
 • c 
 
 •0009 
 
 u 
 
 ■ I 
 
 • 19 
 
 >l 
 
 6543-2 
 
 \i 
 
 •02475 
 
 a 
 
 (( 
 
 " 20 
 
 u 
 
 •00699 
 
 kl 
 
 -.54427 
 
 ii. 
 
 u 
 
Logarithms 
 
 DIVISION BY LOGARITHMS. 
 
 29 
 
 25. Take out the logs, of the two numbers, and from tha log. 
 of the number to be divided subtract the other log. ; the remainder 
 will be a log. the natural number corresponding to which, will 
 be the quotient required. Vv nen the index of the iivisor is the 
 larger, or when the negative indices are used, the indices aro 
 subtracted as follows : — add the carrying figure (if any) to the 
 index of the divisor, if the latter is positive, but subtract the 
 carrying figure if the index is negative, naming the difference 
 positive or negative the same as the larger ; now change the sign, 
 and add it, algebraically, l^ '•tlier index as shewn in the rule 
 for multiplication. 
 
 Ex. 1. Divide 390.7 by 82.7() by logarithms. 
 
 396-7 log. 2-598462 
 
 82-76 log. 1-917820 
 
 Quotient 4-793 
 
 0-680642 
 
 Ex. 2. Divide 40.92 by 922.6. 
 
 
 
 
 40-92 
 
 log. 
 
 1-611936 
 
 
 * 
 
 Divide 
 
 Quotient 
 ■000909 by 
 
 922-6 
 
 log. 
 
 2-965013 
 
 
 -04435 
 
 -2-646923 
 
 Ex. 3. 
 
 04242. 
 
 
 
 
 
 •000909 
 
 log.- 
 
 -4-958564 
 
 
 Divide 
 
 Quotient 
 4386 t 
 
 •04242 
 
 log. 
 comn 
 
 2-627571 
 
 
 -02143 
 
 -2-330993 
 
 Ex. 4 
 
 y '■' by 
 
 ion logarithms 
 
 '' 5 
 
 n 
 
 987-4 < 
 
 31 
 
 
 4( 
 
 '' 6 
 
 u 
 
 8928-7 ' 
 
 473-62 
 
 
 (t 
 
 u 7 
 
 l( 
 
 742-42 ' 
 
 99-603 
 
 
 (( 
 
 " 8 
 
 il. 
 
 74620 ' 
 
 ' 9-9674 
 
 
 i( 
 
 ^' 9 
 
 u 
 
 4268-8 ' 
 
 1-2361 
 
 
 (( 
 
 " 10 
 
 u 
 
 890000 ' 
 
 29-282 
 
 
 (i 
 
 " 11 
 
 u 
 
 740008 ' 
 
 34702 
 
 
 u 
 
 " 12 
 
 u 
 
 -96473 ' 
 
 ' -04552 
 
 (( 
 
 " 13 
 
 u 
 
 •08643 ' 
 
 ' -12111 
 
 
 (( 
 
 u 14 
 
 a 
 
 456-78 ' 
 
 ' -00523 
 
 
 «• 
 
 is 
 
ff 
 
 .iiliil 
 
 30 
 
 Parallel Sailiiuj. — Mercator Sailing. 
 
 Ex. 
 
 15 
 
 Divide 
 
 45-296 
 
 by 
 
 ii 
 
 16 
 
 
 4372-6 
 
 
 a 
 
 17 
 
 
 -054776 
 
 
 (i 
 
 18 
 
 
 '000828 
 
 
 (C 
 
 19 
 
 
 •008376 
 
 
 u 
 
 20 
 
 
 •005752 
 
 
 876 by common logarithms, 
 
 •64325 " " 
 
 •000596 " " 
 
 8^08 " " 
 
 •09547 " " 
 
 •0008621 '' " 
 
 PARALLEL SAILING. 
 
 att. Take out the secant of the latitude (rejecting 10 in the 
 index), and the log. of the departure ; their sum will be a log., 
 the natural number corresponding to which, will be the difference 
 of longitude required. 
 
 Ex. 1. — In latitude 17' 18' the departure made good was 51-34 
 miles, required the difference of longitude by parallel sailing. 
 Latitude lO" 18' Sec. 0^0?0I05 
 Departure 51^34 log. 1^710456 
 
 DIFF. LONG. 53*77 
 
 1 -730561 
 
 With the following elements find the difference of longitude 
 by parallel sailing. 
 Ex. 2 — In latitude 53" 16' the dep. made good was 118-5 miles. 
 
 " 3— 
 
 
 12 
 
 12 
 
 a 
 
 u 
 
 75 
 
 
 " 4— 
 
 
 41 
 
 14 
 
 (. 
 
 4i 
 
 14-41 
 
 
 " 5— 
 
 
 39 
 
 22 
 
 (( 
 
 U 
 
 10 
 
 
 " 6 
 
 
 49 
 
 19 
 
 a 
 
 11 
 
 211-3 
 
 
 " 7— 
 
 
 40 
 
 37 
 
 I'. 
 
 « 
 
 29-6 
 
 
 " 8— 
 
 
 56 
 
 19 
 
 4k 
 
 (4 
 
 89-5 
 
 
 " 9— 
 
 
 
 
 
 
 ii 
 
 u 
 
 329 
 
 
 " 10— 
 
 
 16 
 
 24 
 
 11 
 
 (( 
 
 67 
 
 
 '• 11 
 
 
 46 
 
 14 
 
 It 
 
 u 
 
 39-64 
 
 
 " 12 
 
 
 60 
 
 20 
 
 u 
 
 (. 
 
 69-4 
 
 
 COURSE AND DISTANCE, BY MERCATOR. 
 
 TO FEND THE DIFFERENCES OF LATITUDE. 
 
 27. IfthelatltulesarebotliN. or both 8. — Subtract the less 
 from the greater, and bring thi ditt'erence into miles ; the 
 
Mercntor Sailing. 
 
 31 
 
 result will be the true difference of latitude, to be named N. or 
 S. the same as the latitudes, if in going to your destination you 
 are increasing your latitude, but the contrary if you are 
 decreasing it. 
 
 28. If the latitudes are one X. and the other S. — Add then 
 together and bring the sum into miles, naming the true diff. lat. 
 thus found, the same as the lat. to. 
 
 29. To lind the Meridional difference of latitude.— Enter 
 Table III (either Norie oi- Bowditch^ Rapcr Table 0) and find the 
 meridional parts corresponding to both the latitudes ; add then 
 together if the latitudes are of contrary names, but subtract them 
 if they are of the same name, and the sum or lemainder will be 
 the mer. dilf. lat. 
 
 TO FIND THE DIFFERENCE OF LONGITUDE. 
 
 30. If the lon^tiides are both E. or botli W. — Take their 
 difference, bring it into niih's, and it will be the diff. long., to be 
 named E. or W. the same as the longitudes, if in going to the 
 desired port you are increasing your longitude but the contrary 
 if you are decreasing it. 
 
 31. If the lonfj^tiides are the one E. and the other W. — Take 
 their sum, and it will be the diff. long. E. or W. the same as the 
 Inng. to ; but if this sum should exceed 180", take it from 300", and 
 reverse its name ; in either case bring the diff. long, into mih's. 
 
 TO FIND THE COUKSE. 
 
 32. Take out the log. of the diff. long, adding 10 to its index, 
 and from this subtract tht? log. of the mer. diff. lat., the remfiinder 
 will be a log. tangent, tlu^ (b^grecs and minutes corresponding to 
 which will be the Coiu-sc, to be named N. or S. the same as the 
 diff. lat., and E. or W. the same as the diff. long. 
 
 TO FIND THE DISTANCE. 
 
 33. Take out the log. secant of the course, and after rejecting 
 10 in its index, add it to the log. of the true diff. lat., the natural 
 iHimber corresponding to the sum will be the Distance. 
 
 Ex. 1.— Required the course and distance from A to B by 
 calculation on Mercator's principle. 
 
J 
 
 mm 
 
 ;!lJ 
 
 iiiilili 
 
 ! 
 
 32 
 
 Mecator Sailing. 
 
 Lat. of A 8" 34' N Mer. parts 516 Long, of A 81o2r E 
 Lat, of B ; 35 8 Mer. parts 275 Long, of B 55 56 E 
 
 13 9 8 Mer.ditf.lat.791 
 60 — 
 
 25 25 W 
 60 
 
 True difT. Lat. 789 
 
 Diff. long. 1525 
 
 Diff. long. 1525 log. 13-183270 Course 620 35' gee. 0-336810 
 Mer. diff. lat. 791 log. 2-898176 True diff. lat. 789 log. 2-897077 
 
 Course 8 62" 35' W tang. 10-285094 Distance 1714 
 
 3-233877 
 
 Ex. 2. — Required the course and distance from Monte Video 
 to Port Philip, by calculation on Mercator's principle. 
 
 Monte Video— 7.at. 340 54' 8 Mer. parts 2237 Long, 56o 16' W 
 Port Philip —Lat. 38 18 8 Mer. parts 2491 Long. 144 38 E 
 
 3 24 8 
 60 
 
 254 
 
 True diff. lat. 204 
 
 200 54 E 
 360 00 
 
 159 6 W 
 
 60 
 
 Diff. long, 9546 
 
 Diif. Ion 
 
 9546 log. 13-979821 Course 88" 29' sec. I -577283 
 Mer. diff. lat. 254 log, 2-404834 True diff. lat. 204 log. 2-309630 
 
 Course S.880 29' W. tang. 1 1 -574987 Distance 7707 
 
 3-886913 
 
 Find the courses and distances between the following places. 
 by calculation on Mercator's principle. 
 
 Ex. 3. — From 8ambro 
 
 To Cape Race 
 
 Lat. 440 26' N Long. 63" 33' W 
 " 46 39 N " 53 4 W 
 
 Ex. 4,— From A 
 To B 
 
 Ex. 5.— From A 
 To B 
 
 
 
 illy) 
 
 
 51 25 N 
 20 31 8 
 
 55 59 8 
 15 55 8 
 
 49 54 N 
 J7 52 N 
 
 u 
 
 (I 
 
 u 
 
 9 29 W 
 29 19 W 
 
 67 12 W 
 5 45 W 
 
 Ex. 6.— From St. Agnes (8c 
 To St. Michaels 
 
 
 6 21 W 
 25 52 W 
 
 s r 
 
Day's Work. 
 
 33 
 
 Ex. 
 
 7.- 
 
 —From Table Bay 
 
 Lat. 
 
 33 
 
 54 
 
 S 
 
 Long 
 
 .18 
 
 25 E 
 
 
 
 To Cape Otway 
 
 (I 
 
 38 
 
 52 
 
 S 
 
 u ' 
 
 143 
 
 31 E 
 
 Ex. 
 
 8- 
 
 —From A 
 
 i( 
 
 49 
 
 54 
 
 N 
 
 u 
 
 46 
 
 19 W 
 
 
 
 To B 
 
 n 
 
 46 
 
 48 
 
 N 
 
 u 
 
 58 
 
 2 W 
 
 Ex. 
 
 9.- 
 
 —From Callao 
 
 il. 
 
 12 
 
 4 
 
 S 
 
 u 
 
 77 
 
 11 E 
 
 
 
 To Mauritius 
 
 u 
 
 20 
 
 10 
 
 s 
 
 (i 
 
 0/ 
 
 32 E 
 
 Ex. 
 
 10.- 
 
 —From A 
 
 «. 
 
 33 
 
 17 
 
 N 
 
 u 
 
 72 
 
 12 W 
 
 
 
 To B 
 
 (( 
 
 34 
 
 22 
 
 S 
 
 (( 
 
 18 
 
 24 E 
 
 Ex. 
 
 II.- 
 
 —From A 
 
 a 
 
 37 
 
 49 
 
 N 
 
 u 
 
 122 
 
 27 W 
 
 
 
 To B 
 
 a 
 
 33 
 
 51 
 
 S 
 
 u 
 
 151 
 
 20 E 
 
 Ex. 
 
 12.- 
 
 —From A 
 
 u 
 
 33 
 
 51 
 
 S 
 
 u 
 
 151 
 
 18 E 
 
 
 
 To B 
 
 ^^ 
 
 16 
 
 51 
 
 N 
 
 u 
 
 99 
 
 52 W 
 
 Ex. 
 
 13. 
 
 —From A 
 
 (( 
 
 12 
 
 3 
 
 S 
 
 u 
 
 76 
 
 59 W 
 
 
 
 To B 
 
 u 
 
 G 
 
 9 
 
 8 
 
 li 
 
 106 
 
 52 E 
 
 Ex. 
 
 14. 
 
 —From A 
 
 ii. 
 
 9 
 
 47 
 
 8 
 
 (( 
 
 122 
 
 27 E 
 
 
 
 To B 
 
 u 
 
 55 
 
 30 
 
 8 
 
 (i 
 
 78 
 
 45 W 
 
 Ex 
 
 15.. 
 
 —From A 
 
 (< 
 
 54 
 
 29 
 
 8 
 
 (( 
 
 71 
 
 10 E 
 
 
 
 To B 
 
 (C 
 
 41 
 
 38 
 
 N 
 
 u 
 
 122 
 
 57 W 
 
 869 13 
 
 laces. 
 
 3 
 
 W 
 
 4 
 
 W 
 
 9 
 
 w 
 
 9 
 
 w 
 
 2 
 
 w 
 
 5 
 
 w 
 
 1 
 
 w 
 
 2 
 
 w 
 
 PRELIMINARY RULES FOR WORKING A DAY'S WORK. 
 
 TO BRLNO COMPAS8 INTO TRTTE COURSES. 
 
 H4. The courseti given in a Day's Work are Compass Course!* 
 (Def. 15), and to bring them into Tiiio Courses (Def. 13) tiie follow- 
 ing corrections must be applied, viz : the Variation (Def. 16) of 
 the place, the Deviation (Def. 17) corresponding to the direction 
 of the ship's head, and the Leeway (Def. 19). 
 
 3ft. Variation if E is applied to the right of a course. 
 '* W is applied to the left of a course. 
 
w 
 
 ii 11 
 
 34 
 
 Day^s Work. 
 
 36. Deviation is applied similarly to Variation of the same 
 name, that is, E to the right and W to the left nand of a course. 
 
 37. Leeway is applied to the right if trie vessel is upon the 
 port tack, but to the left if she is upon the starboard tack. 
 
 38. The safest way to apply these several corrections is to find 
 the residual correction and apply it to the compass course, thus : 
 set down the leeway, marking it R (for right) if the vessel is 
 upon the port tack, but L (for left) if she is upon the starboard 
 tack ; underneath place the deviation naming it R if it is East, 
 but L if West ; now, if they are of the same name (both R or 
 both L) add them together, but if of contrary names (one R and 
 the other L) subtract them, and name the sum or remainder R 
 or L the same as the greater. Under this result place the varia- 
 tion, naming it R if it is East, c L if West, again add or sub- 
 tract according as they are of the same or of contrary names, 
 and the result will be the correction, to be named R or L the 
 same as the larger of the last two terms. Under the correction 
 place the course, * expressed in degrees, marking it N if it is a 
 northerly course, or S if it is a southerly one ; and R if when 
 looking from the centre of the compass, your course is to the 
 right hand of the N or S point from which it is reckoned, but L 
 if it is to the left hand ; again add or subtract according whether 
 they are of the same or of contrary names, and giving the result 
 the same name as the greater; this will be the true course; 
 should this last result exceed 90", subtract it from 180°, and 
 reverse both its names. In correcting the courses, it will be hardly 
 necessary to say, that the sum of all terms having like names can 
 be taken in one operation. Now to change the R or L of the true 
 course into E or W.; if when looking to the R or L (as named) 
 of the point from which your true course is reckoned, you look 
 into an easterly quarter, name your course E, but if into a wes- 
 terly quarter, then name it W. 
 
 • If she i8 hove to, your course will be the middle point between where sht- 
 coui«8 up and falls off. 
 
Correct the following 
 Ex. 1— Course, S 55 W - 
 
 Leeway 
 Deviation 
 
 Day's Work. 
 
 coui"ses :— 
 
 ~ Wind, N 55 W 
 
 140 w 
 
 35 
 
 Variation 150 E 
 
 Leeway 
 Deviation 
 
 Variation 
 
 Correct 
 Course 
 
 Ex. 2— Course, N 23 W — ■ 
 
 Leewav 
 
 True Course S 38" W 
 Wind, West 
 
 19o 
 
 18 L 
 
 14 L 
 
 32 L 
 
 15 R 
 
 17 L 
 S 55 R 
 
 S 38 R 
 
 Leeway 19 r 
 Deviation 8 R 
 Variation 13 R 
 
 Deviation 
 Variation 
 
 Ex. ;}— Course, S 45 W - 
 
 Leeway 
 Deviation 
 
 Variation 
 
 8 E 
 13 E 
 
 Correction 40 R 
 Course N 23 L 
 
 True Course N 17" E = 
 
 Wind, W N W Leeway 
 
 Deviation 
 
 140 
 6" E 
 
 22" W 
 
 Variation 
 
 N 17 R 
 
 14 L 
 6 R 
 
 8 L 
 22 L 
 
 Correction 30 L 
 Course S 45 R 
 
 True Course S 1 5" W 
 
 Ex. 4— Course, N 70 W — Wind, North 
 
 Leeway 
 Deviation 
 
 S 15 R 
 
 16 L 
 20 R 
 
 Leeway 
 Deviation 
 
 16" 
 20" E 
 
 Variation 29" W 
 
 True Course S 85" W 
 
 4 R 
 
 Variation 29 L 
 
 Correction 25 L 
 N 70 L 
 
 N 95 L 
 180 
 
 - S 85 R 
 
.% 
 
 Day's Work. 
 
 ii i,. 
 
 Ex. 
 
 6 
 
 7 
 
 8 
 
 9 
 
 10 
 
 11 
 
 12 
 
 13 
 
 14 
 
 15 
 
 Course. 
 
 N28oE 
 N26 W 
 S68 E 
 West 
 N54 E 
 SIO w 
 N73 E 
 S82 E 
 N52 W 
 S58 W 
 Up West 
 OffS 34 W 
 
 Wind. 
 
 L,way 
 
 Dev. 
 
 Var. 
 
 W 40- W 
 
 130 
 
 2ioE 
 
 15oE 
 
 N40 E 
 
 20 
 
 13 E 
 
 34 W 
 
 South 
 
 16 
 
 23 W 
 
 19 E 
 
 N20 W 
 
 10 
 
 10 W 
 
 13 E 
 
 SCO E 
 
 18 
 
 20 E 
 
 22 W 
 
 S55 E 
 
 12 
 
 5 E 
 
 12 E 
 
 North 
 
 12 
 
 20 W 
 
 32 E 
 
 N28 E 
 
 8 
 
 10 E 
 
 28 W 
 
 NNE^E 
 
 10 
 
 9 W 
 
 22 W 
 
 Shy E 
 
 10 
 
 30 E 
 
 18 E 
 
 N W by N 
 
 55 
 
 12 W 
 
 12 E 
 
 True Courses 
 
 N77oE 
 N67 W 
 S88 E 
 S83 W 
 N34 E 
 S39 W 
 S83 E 
 N88 E 
 S87 W 
 N 64 W 
 S 7 W 
 
 THE TRAVERSE TABLES. 
 
 39. Enter Table II with your course, and if this is under 45o it 
 will be found at the top of the page, but if it exceeds 45° it will be 
 found at its foot, and you will have to take care that the different 
 columns in this table, will have to take their names from the 
 same end of the page, as that in which the course is found. 
 
 40. If the distance is expressed in inlles only. — In that page 
 in which the course appears, look for the distance in the distance 
 column, and opposite i their respective columns will be found the 
 diff. lat. and dep. Ci;). ponding. 
 
 Ex. 16 — For the c /tirse 28<» and distance 40 miles, the diff. lat. 
 and dep. corres /onding are respectively, 35-3 and 18-8. 
 
 41. If the distance is expressed in miles and tenths (a). — 
 When the distance is less than 30 miles, pay no attention to the 
 decimal point, but look for the distance as if it were altogether a 
 whole number; now if the tenths of either the diff. lat. or dep. 
 opposite are less than 5, throw them away, but if 5 or over, call 
 the miles 1 more ; now make the right hand figure of the miles 
 into tenths, by placing a decimal point before it, and you will 
 have the diff. lat. and dep. corresponding to your proper distance. 
 
Day's Work. 
 
 57 
 
 Ex. 1 7- -Let the course be 54" and the distance 16-4; taking 
 the distance as 164 miles, the diff'. lat. opposite is 96-4 and the 
 dep. 132-7; throwing away the -4 in the diff. lat. and pointing off 
 the right hand figure, it becomes 9-6; in the dep., make the 
 miles 133 because of the -7 and after placing the decimal point it 
 will be 13-3 ; thus, 9-6 will be the diff. lat., and 13-3 the dep. for 
 the given course and distance. 
 
 (b) If the distance exceeds 30 miles; first find the diff. lat. 
 and dep. corresponding to the miles of yovu- distance, after which 
 'inter the table with the tenths of the distance as if they were miles^ 
 and as in (a) makb the right hand figure of the miles of the 
 opposite diff. lat. and dep. into tenths, as before calling them one 
 more if the actual tenths equal 5 ; add this to the diff. lat. and 
 dep. of the miles of distance already foui'd, and the sum will be 
 the diff. lat. and dep. required. 
 
 Ex. 18 — Given the course 42o and the distance 54.8. 
 Course 32o dist. 54, the diff. lat. is 45-8 and dep. 28-6 
 " dist. 8, gives 6-8 -7 and 4-2 -4 
 
 Diff. Lat. 
 
 46-5 
 
 Dep. 29 
 
 DAY'S WORK. 
 
 42. To Unci the true courses. — Reverse the bearing (if any) 
 and then apply the Deviation belonging to the first compass course, 
 and the Variation (38) 
 
 To the set of the current (if any) apply the Variation. 
 Now with the Leeway, Deviation and Variation, correct the 
 compass courses, and get the irue courses corresponding. 
 
 43. To find tlie difF. lat. aud dep. made good. — Opposite each 
 of the above, set down the distances run upon each course res- 
 pectively. 
 
 Turn out the diff. lat. and dep. corresponding to each course 
 and distance (39 to 41), taking care to set the diff. lat. of all the 
 Northerly courses in the N. column, and that of the Southerly 
 courses in the S. column ; in the same way the dep. of each course 
 must be set in the E. or W. column, according as the course is 
 East or West. 
 
 Find the sums of the N. and S. columns, and subtract the less 
 from the greater, the remainder will be the diff. lat. made good to 
 
.if 
 
 BB 
 
 111. ," 
 
 
 "f 
 
 .'■III 
 
 i 
 
 I li 
 
 i i 
 
 38 
 
 Day's IVbrA. 
 
 be named N. or S. the same as the greater; in a similar manner, 
 find the difference between the sums of the E. and W. columns, 
 and the result will be the dep. made good to be named E. or W. 
 with the greater. 
 
 44. To lind the latitude in. — Place the diff. lat. made good 
 under the lat. l«^ft, and add them together if they are of the same 
 name, but take their difference if they are of contrary names, and 
 in either case, the result will be the latitude in, which is to be 
 named N. or S. the same as the greater. 
 
 46. To And the dllT. lon<;. — If the lat. left and the lat. in are of 
 the same name, add them together and divide the sum by 2, the 
 result will be the middle lat. ; if the lat. left and lat. in are of con- 
 trary names, half their difference will be the middle lat., but in 
 such a case, the dep. may at once be taken as the diff. long. 
 Enter Table II with the middle lat. as a coui-se, and then in the 
 diff. lat. column Lnd the nearest you can to your dep., the distance 
 corresponding will be the diff. long., E. or W. the same as the dep. 
 
 46. To find the I<ong. in. — Place the diff. long, just found unde«' 
 the long left, and if they are of the same name, their sum will be 
 the longitude in of the like name to the long, left, but should this 
 long, in exceed 180", it must be subtracted from 360", and have its* 
 name reversed. If the long, left and the diff. long, are of contrary 
 names, subtract the less from the greater, and the remainder will 
 be the long, in of the same name as the greater. 
 
 47. To i^nd the CoiirHe auid DlHtance made good. — In any 
 page of Table 11 and in the column next the distance, find the 
 nearest to whichever may be the larger of the diff. lat. and the 
 dep. made good, and see what is given in the adjoining column, 
 if it exceeds the other of the two above terms, try a page or so 
 back, otherwise look a page or so ahead, and so go on, page aiter 
 page, until the nearest possible to your diff. lat. and dep. are found 
 alongside one another ; now take out the distance opposite, and 
 this will be the Distance made good, and if the diff. lat. is larger 
 than the dep. then the Course made good will be found ai the top 
 of the page, but at the bottom if the contrary. * The Course made 
 good is named N. or S the same as the diff. lat. made good, and 
 E. or "W. the same as the dep. 
 
 • It may be noticed, that If the dW. lat. is the larger, the oohimn In which 
 It 1b found 1h namod diff. lat. at the top, thoroibre take the eourae/rom the top; while 
 if the dop. id the gimteMt, the column in which it Ir found is named dep. at thf 
 bottom, in tlils case therefore, the Conrse will have to bo taken /rom the botton. 
 
Day's Work. 
 Ex. 1. 
 
 39 
 
 Hours. 
 
 1 
 2 
 3 
 4 
 
 Coiirses 
 N~26Mv 
 
 N 
 
 50 W 
 
 9 
 10 
 11 
 12 
 
 ■ 1 
 2 
 3 
 4 
 
 9 
 10 
 11 
 12 
 
 N 65 W 
 
 N 
 
 Cor. Courses 
 
 "~N 43<' E " 
 N 60 E 
 N 1 W 
 N 20 W 
 N 36 W 
 S 73 E 
 8 64 E 
 NSW 
 
 5 E 
 
 76 £ 
 
 3 W 
 
 Knots 
 
 ~5~ 
 5 
 5 
 5 
 
 6~ 
 6 
 5 
 5 
 
 ' ~6 
 5 
 6 
 6 
 
 6' 
 6 
 6 
 6 
 
 10 ths.: Winds. 
 
 N E 
 
 N N E 
 
 3 
 4 
 3 
 
 6 
 6 
 
 L'wav. 
 
 N i E 
 
 N N E 
 
 NE byN 
 
 Ditto 
 
 Dev. 
 
 I 
 
 9°E 
 
 iTe 
 
 10 
 
 20 E 
 
 Bemaiks, <^c. 
 
 A point 
 
 a Lat. 46» 2' N 
 Long. 140» 9' W 
 bearing by Coiu- 
 pass 
 
 8 14° W 
 Dist. 18 mil«-s. 
 
 Variation 20° E. 
 
 14 ;22W! 
 
 15 
 
 14 
 
 23W 
 
 1 W 
 
 A current set 'I 
 by compass j 
 N40<' E 
 1 2 miles from the 
 time tbti departure 
 was taken until the 
 end of the day. 
 
 Dist. 
 
 18- 
 12- 
 20- 
 22- 
 23- 
 26- 
 28- 
 29- 
 
 N. 
 
 132 
 
 e - 
 20 - 
 20-7 
 18-8 
 
 28-7 
 
 B. 
 
 7-3 
 12-3 
 
 E. 
 
 12-3 
 10-4 
 
 23-9 
 26-2 
 
 W. 
 
 0-3 
 
 7-6 
 
 13-2 
 
 i 
 
 4'- 
 
 DOR 
 
 2(< B 
 N 14 fi 
 
 N 43 E 
 
 20 R 
 
 N 40K 
 
 N 60R 
 
 107-4 
 19-6 
 
 196 
 
 260 
 
 Uiff.Iat. inadu *) 
 good ( 
 
 Lat. left 460 2' 
 Diff. lat. I 28 
 
 Lat. in 47 30 
 
 2)03 32 
 
 N 
 N 
 
 N 
 
 71-8 
 26-0 
 
 l),.p. ) 
 
 87-8N made [46 -SB 
 
 good J 
 
 Long, left 140O 9' W 
 Diflf. Long. 1 9 E 
 
 Long, in 139 W 
 
 7 L 
 17 R 
 
 10 R 
 20 R 
 
 30 R 
 N 60 L 
 
 N 20 L 
 
 10 L 
 20 R 
 
 1.0 R 
 20 R 
 
 4 L 
 
 1 K 
 
 5 R 
 
 20 R 
 
 25 R 
 N 26 L 
 
 N TL 
 
 14 R 
 22 L 
 
 8 L 
 20 R 
 
 30 R 12 R 
 
 N 66 L 8 81 L 
 N 36 L B 73 L 
 
 Mid, lat. 46 46 
 
 CoORSn N 38" B 
 
 DisTANoi 99 miles. 
 
 N 15R 
 23 L 
 
 8L 
 20R 
 
 T2 R 
 B 76L 
 
 B 64 L 
 
 U L 
 1 L 
 
 IS L 
 20 R 
 
 "8 R 
 N 13L 
 
 N 8 L 
 
I i'; A; 
 
 r1 ■■ 
 
 ■ ! 1 
 
 t ! 
 
 $i ill 
 
 40 
 
 Dai/s Work. 
 Ex. 2. 
 
 Hours. 
 
 1 
 2 
 3 
 4 
 
 6 
 6 
 7 
 8 
 
 9 
 
 10 
 11 
 12 
 
 1 
 2 
 3 
 4 
 
 6 
 6 
 7 
 8 
 
 9 
 10 
 11 
 12 
 
 Courses 
 
 Knots. 
 
 Nll»W 
 
 7 
 7 
 7 
 7 
 
 N 26 E 
 
 6 
 6 
 6 
 G 
 
 N 10 E 
 
 6 
 6 
 6 
 
 7 
 
 North 
 
 7 
 7 
 7 
 6 
 
 We8t ' ■ 
 
 6 
 6 
 3 
 6 
 
 8 76 W 
 
 6 
 6 
 6 
 6 
 
 lOths, 
 
 2 
 6 
 
 Winds. 
 
 WbyN 
 
 2 N W 
 
 2 
 
 2 
 
 2 
 
 T 
 
 8 
 9 
 
 _4_ 
 
 4 
 4 
 2 
 2 
 
 "T 
 
 NWby W 
 
 W by N J N 
 
 N N W 
 
 NWlbylT 
 
 L'way. 
 
 Dev. 
 
 4E 
 
 9W 
 3W 
 
 
 24 E 
 23 E 
 
 13 
 
 10 
 
 12 
 
 12 
 
 11 
 
 11 
 
 Bemarks, Ac. 
 
 A point 
 in Lat. 47» 18' 8, 
 Long. 8 21 W, 
 bearing by Com-i 
 pass N W J Wi 
 Dist. 13 miles. 
 
 variation 15° W. 
 
 A currer t rvt ■ 
 by coii.paBh f 
 8byE 
 
 22 miles from the 
 time the departure 
 was taken until 
 the end of the day. 
 
 Cor. Courses 
 
 Dist. 
 13- 
 
 N 
 
 8 
 61 
 
 fi 
 
 w 
 
 8 62" E 
 
 115 
 
 
 8 26 E 
 
 22- 
 
 
 19-8 
 
 9-6 
 
 
 N 9 W 
 
 28-7 
 
 28-4 
 
 
 
 4'S 
 
 N li E 
 
 24-8 
 
 243 
 
 
 47 
 
 
 N 4 E 
 
 27-6 
 
 27-4 
 
 
 1-9 
 
 1 
 
 N 3 W 
 
 27-4 
 
 27-4 
 
 
 
 1-4 ! 
 
 8 88 W 
 
 26-2 
 
 
 -9 
 
 
 26-2 ! 
 
 8 73 W 
 
 24-2 
 
 
 7-1 
 
 
 231 
 
 Diff. 
 
 Lat. 
 DVff. 
 
 LiT. 
 
 Mid. 
 
 '. lat. made good 
 
 (30 > 
 
 eft 47' 18' S 
 at. 1 14 N 
 
 
 N 46 4 H 
 
 
 2 J 93 22 
 
 uat. 46 41 
 
 
 107'B 33-9 27-7 64-2 
 33-9 27-7 
 
 I. Dop.madc good 26-5 W, 
 
 Long, left 8» 21' W 
 
 Diff. long. 
 
 LONO. IN 
 
 39 W 
 
 9 OOW 
 
 CoiiRUi N 20"» W DiBTANOi 78 miles. 
 
Day's Work. 
 Ex. 3. 
 
 41 
 
 1 
 
 1 Hours 
 
 Courses Knots 
 
 10 ths. 
 
 Winds 
 
 L'way. 
 
 Dev, 
 24''E 
 
 22W 
 
 22W 
 
 33 E 
 
 IE 
 
 6E 
 
 fiemarks, Ac. 
 
 I 1 
 2 
 3 
 
 ! 4 
 
 £f>Ht 
 
 10 
 10 
 10 
 10 
 
 10 
 9 
 9 
 9 
 
 ~lv ~ 
 
 10 
 
 10 
 10 
 
 2 
 
 5 
 
 2 
 
 3 S E 
 
 10"> 
 
 A point 
 in Lat. 45" 24' N 
 Long. 58 20 W 
 baaring by comuasa 
 
 N|B. 
 Dist. 7i miles. 
 
 Variation 26° W. 
 
 ! t 
 
 1 I 
 
 ; » 
 
 i 10 
 i 11 
 
 ; 12 
 
 ! S 
 
 3 
 
 4 
 
 6 
 6 
 
 7 
 8 
 
 8 70" W 
 Ditto 
 
 N 80 E 
 
 5 
 6 
 5 
 
 Ditto 
 
 12 
 
 5 
 
 7 
 S 
 4 
 2 
 
 7 
 
 7 
 7 
 7 
 7 
 
 Ditto 
 
 10 
 
 9 
 9 
 9 
 9 
 
 9 
 9 
 
 8 
 
 8 
 8 
 8 
 8 
 
 SEbyS 
 
 10 
 8 
 
 8 12 W 
 
 S Eby E 
 ESE 
 
 A current set 1 
 by compass / 
 8 W * 8. 1 
 2C miles from the; 
 
 9 
 10 
 U 
 12 
 
 South. 
 
 11 
 
 time the departure 
 was taken until 
 the end of the day. 
 
 23-8 1710 
 23-3 
 
 83-4 
 60-1 
 
 Lat. left 
 Diff. lat. 
 
 46° 34' N 
 
 2 US 8 
 
 Lat. a 42 50 N 
 
 147-7 33-3 
 
 Long. Ititt 
 Diff. long. 
 
 LoH«. 't.: 
 
 Cor. Courses. 
 
 Dist. 
 
 N 
 
 S 
 
 ^ 
 
 w 
 
 » 6» W^ 
 
 76 
 
 7-6 
 
 
 -8 ! 
 
 8 13 W 
 
 23- 
 
 
 27-3 
 
 
 6-3 1 
 
 N78 E 
 
 40-9 
 
 8-6 
 
 
 40- 
 
 1 
 
 8 34 W 
 
 386 
 
 
 31-9 
 
 
 21'5 ' 
 
 » 32 W 
 
 40-6 
 
 
 343 
 
 
 21-6 
 
 N67 E 
 
 37-8 
 
 14-8 
 
 
 34'8 
 
 
 BSE 
 
 Stf-7 
 
 
 366 
 
 3-2 
 
 
 S 8 E 
 
 34-8 
 
 
 34-4 
 
 &4 
 
 
 601 
 
 68* 20' W 
 16 B 
 
 67 84 W 
 
 Mid. lat. 
 
 Co0Rga B 130 E. DiHTAMOi ISl miles. 
 
it 
 
 li; 
 
 ii'S- 
 
 i M 
 
 42 
 
 Day's Work. 
 
 Ex. 4. 
 
 Hours 
 
 1 
 2 
 3 
 4 
 
 9 
 
 10 
 II 
 
 T 
 
 2 
 3 
 4 
 
 ~5~ 
 6 
 7 
 8 
 
 Courses 
 
 Knots 
 
 10 ths. 
 5 
 
 N860 W 
 
 5 
 
 
 5 
 
 7 
 
 
 5 
 
 6 
 
 
 6 
 
 3 
 
 N79 W 
 
 6 
 
 2 
 
 
 6 
 
 2 
 
 
 6 
 
 2 
 
 
 6 
 6 
 
 2 
 
 8 76 W 
 
 2 
 
 
 6 
 
 - ■ 
 
 9 
 10 
 11 
 12 
 
 S 68 W 
 
 N 65 W 
 
 8 19 W 
 
 5 
 
 6 
 
 5 
 
 - 
 
 5 
 
 - 
 
 6 
 
 - 
 
 6 
 
 - 
 
 6 
 
 5 
 
 6 
 
 5 
 
 6 
 
 8 
 
 Winds 
 
 8 WbyS 
 
 8 i W 
 "is" by E~ 
 8 W~" 
 
 West 
 
 L'way. 
 
 Dev.l 
 33°1! 
 
 13° 
 
 16 
 
 32 E 
 
 10 
 
 32 E 
 
 10 
 
 30 E 
 
 "lO"" 
 
 29 E 
 
 -iT 
 
 12 K| 
 
 1 
 
 Remarks, &c. 
 
 A point 
 in Lat. 62° 15' 8 
 Long. 179 12 W 
 bearing by compass 
 
 8E^ E 
 Dint. 14^ miles. 
 
 Variation IS'' E. 
 
 A current wet •> 
 by compass j 
 8 i W 
 23 miliH fron the 
 iTTi t^^*i tlie (iaparture 
 was taken to the 
 end of the day. 
 
 Ex. 6. 
 
 Hours 
 
 ___ 
 
 2 
 8 
 
 4 
 
 6 
 6 
 7 
 8 
 
 9 
 10 
 11 
 12 
 
 Courses 
 
 K 20° E 
 
 8 22 E 
 
 1 
 2 
 3 
 
 4 
 
 "T" 
 6 
 T 
 8 
 
 9 
 10 
 U 
 
 la 
 
 8 46 E 
 
 N 34~F 
 
 ~{f cVi &' 
 
 S lA B 
 
 Knots. 
 
 10 ths. 
 
 4 
 
 6 
 
 4 
 
 8 
 
 6 
 
 - 
 
 4 
 
 6 
 
 4 
 
 6 
 
 4 
 
 6 
 
 6 
 
 — 
 
 6 
 
 6 
 
 6 
 
 8 
 
 6 
 
 2 
 
 5 
 
 - 
 
 
 - 
 
 
 6 
 
 
 6 
 
 
 6 
 
 
 2 
 
 "~~ — *■— 
 
 2 
 
 
 2 
 
 
 2 
 
 
 3 
 
 4 
 
 
 
 4 
 
 
 6 
 
 1 4 
 
 8 
 
 10 ths. Winds L'way. Dev.j Remarks, Ac 
 
 East 
 
 Ditto. 
 
 E N ifi 
 
 14« 
 
 13 
 
 E by B 
 ~8"E'b7¥ 
 
 14 
 
 12 
 
 10 
 
 11 
 
 7° E;A point 
 
 in Lat. 43° 46' S 
 Long. 89 30 E 
 bearing by compass 
 
 Noith. ' 
 Dlst. 11 miles. j 
 
 IW 
 
 26 E 
 
 13 E 
 
 21 E 
 
 Variation 23° E 
 
 A current set ■» 
 by compass j 
 
 — miles from the 
 time the departure 
 was taken to the 
 end of the day. 
 
Day's Work. 
 Ex. 6 
 
 43 
 
 tc. 
 
 
 Hours 
 
 1~ 
 2 
 3 
 4 
 
 Courses 
 
 Knots 
 
 10 ths 
 
 Winds 
 S WJ W 
 
 Ditto. 
 
 L'way 
 
 Dev 
 
 IIW 
 
 1 
 
 19 £ 
 
 8E 
 
 1 
 1 
 17B 
 
 2W 
 
 ?1E 
 
 ReiL.ark8 &c. 
 
 15' S 
 12 W 
 mpaes 
 
 B 240 E 
 
 1 
 
 4 
 4 
 5 
 6 
 
 7 
 6 
 
 5 
 
 5 
 
 8 
 
 7 
 
 1 
 
 1 
 
 A point 
 in Lat. 35«' 26' N 
 Long. 10 10 E 
 bearing by compass 
 
 S E by E 1 E 
 Dist. 9 miles. 
 
 Variation 14° W. 
 
 A curnnt set ) 
 by compass / 
 S 14" W 
 
 14 miles from the 
 time tlie (teparture 
 was taken in the 
 end of the day. 
 
 [eB. 
 
 6 
 6 
 1 
 8 
 
 N 65 W 
 
 5 
 
 4 
 5 
 4 
 
 6 
 
 
 9 
 10 
 11 
 
 12 
 
 I 
 
 6 
 6 
 7 
 8 
 
 S 20 W 
 
 4 
 6 
 6 
 6 
 
 6 
 6 
 6 
 
 1 6 
 
 8 
 
 5 
 5 
 
 3 
 3 
 3 
 
 6 
 3 
 
 4 
 2 
 
 — 
 
 West. 
 
 1 
 1 
 
 6 
 
 7 
 
 E. 
 
 S 43 W 
 
 WN W 
 
 } 
 
 n the 
 
 South 
 
 6 
 
 6 . 
 6 
 6 
 
 1 W8W 
 
 1 
 
 8 
 6 
 
 parture 
 to the 
 day. 
 
 9 
 10 
 11 
 12 
 
 8 56 W 
 
 6 
 6 
 5 
 5 
 
 SbyE 
 
 , ■ 
 
 
 
 
 
 Bx. 7. 
 
 
 
 '46' 8 
 30 E 
 ompasfl 
 
 les. 
 » E 
 
 1} 
 
 om th 
 ipaitur 
 to th 
 day. 
 
 1 
 
 Hours 
 
 CoursL's 
 
 KnotH 
 
 10 ths. 
 
 Winds 
 
 L' way. 
 
 Dev.- 
 5W 
 
 6W 
 
 Taw 
 
 24W 
 
 16 E 
 
 Remarks, &c. 
 
 I 
 2 
 3 
 
 -h 
 
 6 
 7 
 R 
 
 North 
 
 1 
 
 3 
 
 4 
 4 
 
 4 
 
 ENE 
 
 9 
 
 
 A point 
 in Lat. 0" 46' 8 
 Long. 36 24 W 
 bearing by compass 
 
 Dist. miles. 
 Variation 8" W. 
 
 A current set "i 
 
 by oorapass j 
 
 8 71°E 
 21 miles from the 
 
 Ditto. ' 
 
 6 
 5 
 4 
 4 
 
 4 
 6 
 S 
 5 
 
 A i 
 
 6 
 
 6 
 3 
 
 EbyS 
 
 11 
 12 
 
 N25' W 
 
 NK 
 
 12 
 
 10 
 
 8 
 
 1 
 2 
 3 
 4 
 
 N38 W 
 
 6 
 6 
 
 2 
 
 NKbyN 
 
 ft 
 
 I 
 8 
 
 9 
 10 
 11 
 12 
 
 N 40 E 
 
 
 NWbyNjN 
 
 U J8"E 
 
 
 5 
 2 
 6 
 6 
 
 N W4N 
 
 9 
 
 12 E 
 
 time the departure 
 was taken in the 
 end of the day. 
 
4'i 
 
 Day's Work. 
 Ex. 8. 
 
 Hours 
 
 Courses 
 
 Knots 
 
 8 
 
 7 
 8 
 8 
 
 9 
 
 9 
 
 9 
 
 10 
 
 10 ths. 
 
 7 
 7 
 
 5 
 
 5 
 8 
 
 Winds 
 
 L'way. 
 9° 
 
 Dev. 
 
 8°E 
 
 15W 
 16W 
 
 IIW 
 
 19 E 
 
 
 
 Remarks, &c. 
 
 1 
 2 
 3 
 
 4 
 
 N 13° W 
 
 W by N } N 
 
 N W 
 
 do 
 
 A point 
 in Lat. 32° 42' N 
 Long. 27 10 W 
 bearing by compass 
 
 S 27° E 
 Dist. 14 miles. 
 
 Variation 23° E 
 
 5 
 6 
 7 
 8 
 
 N 26" E 
 
 10 
 
 9 
 10 
 11 
 12 
 
 Ditto 
 
 10 
 11 
 11 
 10 
 
 9 
 8 
 9 
 9 
 
 8 
 8 
 8 
 8 
 
 7 
 7 
 7 
 7 
 
 8 
 
 14 
 
 11 
 
 15 
 
 8 
 
 1 
 2 
 3 
 4 
 
 N 18° E 
 
 S 
 
 2 
 3 
 2 
 
 i 
 
 5 
 
 NWbyWJW 
 
 5 
 6 
 7 
 8 
 
 N37 W 
 
 N E by N 
 E by N f N 
 
 A current set "» 
 
 by compasa f 
 NbyKJE ; 
 18 miles from the 
 
 time the departure; 
 
 waH taken to the; 
 
 end of the day. j 
 
 i 
 
 9 
 10 
 11 
 12 
 
 North 
 
 Ex. 9. 
 
 Hours 
 
 1 
 2 
 3 
 4 
 
 Courses ' Knots 
 
 N26° W 
 
 9 
 10 
 11 
 12 
 
 8 70 E 
 
 N 68 W 
 
 N 7« ¥ 
 
 S 
 6 
 7 
 8 
 
 ~T 
 
 10 
 
 11 
 
 12 
 
 K 47 E 
 
 WITS 
 
 10 ths. 
 
 3 
 3 
 3 
 
 8 
 8 
 8 
 8 
 
 8 
 6 
 9 
 6 
 
 6 
 6 
 9 
 « 
 
 7 
 7 
 8 
 
 Winds L'way. 
 T4°" 
 
 N E 
 
 Dev. 
 
 do 
 
 N by E 
 
 2 
 
 T 
 s 
 
 6 
 
 14 
 
 U°W 
 
 22 E 
 
 11 ,20W 
 
 Remarkn, &c. 
 
 A point 
 in Let. 38° 10' N 
 Long. 148 47 W 
 bearing by compass 
 
 W J N 
 Dist. 10 miles. 
 
 Variation 16° E 
 
 North 
 
 N N W 
 
 N W by W 
 
 11 
 
 2BE 
 
 18 E 
 
 16E 
 
 A current set ■> 
 by compass f 
 8 48° E 
 
 27 miles from the 
 time the departure 
 was taken to thd 
 end of the day. 
 
Day's Work. 
 Ex. 10. 
 
 45 
 
 Hours 
 
 1 
 2 
 3 
 
 4 
 
 S 
 6 
 7 
 8 
 
 "T 
 10 
 11 
 12 
 
 1 
 2 
 3 
 
 4 
 
 "6" 
 6 
 
 7 
 
 Courses 
 
 North 
 
 N 18° E 
 
 8 71 W 
 
 9 
 10 
 U 
 12 
 
 West 
 
 N 70 W 
 
 Ditto 
 
 Knots 
 
 10 ths. 
 
 8 
 
 3 
 
 8 
 
 2 
 
 8 
 
 3 
 
 8 
 
 3 
 
 
 8 
 
 
 8 
 
 ., 
 
 5 
 
 6 
 
 - i 
 5 
 
 6 
 
 5 
 
 6 
 
 5 
 
 6 
 
 5 
 
 7 
 
 ■" 
 
 8 
 
 8 
 
 — 
 
 « 
 
 _ i 
 
 8 
 
 - 
 
 7 
 
 5 
 
 7 
 
 5 
 
 7 
 
 _ 
 
 7 
 
 5 
 
 Winds 
 
 L'way. 
 
 Dev. 
 
 0"°' 
 
 6W 
 23 E 
 25 B 
 
 2"ol: 
 
 WN W 
 
 8" 
 
 N W J W 
 
 12 
 12 
 
 To" 
 
 Ditto 
 
 NN W 
 
 NNE 
 
 1 
 
 
 
 Remarks, Ac. 
 
 A point 
 inLat. 44O30'N 
 Long. 25 19 W 
 bearing by com- 
 pass 
 
 EbySJS 
 Dist. 3} miles. 
 
 Variation 29<» W. 
 
 North. 
 
 14 
 
 A current set ■» 
 by compass / 
 N W by N ^ N 
 ' I 24 miles from the 
 
 20~E' *^™'' ^^^ depar- 
 I I ture was taken to 
 j the end of the 
 I day- 
 
 Ex. 11. 
 
 Hours Courses 
 
 I 
 
 1 
 2 
 3 
 
 _4_ 
 
 6 
 7 
 8 
 
 ~9" 
 
 10 
 
 11 
 
 12 
 _ .- 
 
 2 
 3 
 4 
 
 
 6 
 
 7 
 8 
 
 "T" 
 10 
 11 
 13 
 
 N 7.3° E 
 
 Up N 34 E J 
 '^OffNSOEi 
 
 jUpNlOEj 
 JOflfN52Ei 
 
 N 6 E 
 
 N 12 W 
 
 Ditto 
 
 Knots 
 
 10 ths. 
 
 6 
 
 8 
 
 6 
 
 8 
 
 
 _ 
 
 
 2 
 
 
 
 2 
 
 
 2 
 
 
 2 
 
 
 - 
 
 
 — 
 
 
 2 
 
 
 2 
 
 
 - 
 
 
 - 
 
 
 5 
 
 
 - 
 
 
 _ 
 
 
 _ 
 
 
 - 
 
 
 3 
 
 
 6 
 
 
 6 
 
 8 
 
 - 
 
 8 
 
 - 
 
 Winds 
 North. " 
 
 N N W 
 
 N W 
 
 W N W 
 
 L'way. 
 
 180 
 
 Dev. 
 26W 
 
 Remari.B, &c. 
 
 68 " 17 E 
 
 S4 
 
 16 
 
 West. I 12 
 
 low 
 
 1 W 
 
 12 B 
 
 Ditto ' 14 12 E 
 
 I 
 
 A point 
 
 in Lat. 48» 22' 8 
 Long. 94 26 E 
 healing by com- 
 pass 
 
 8by W 
 Dist. 13 miles. 
 
 Variation 26° E. 
 
 by compass f 
 H E AS. 
 28 miles from the 
 time the depart- 
 ure was taken to 
 the end of the 
 day. 
 
■B 
 
 11 ' 
 
 •it 
 
 I a' i< 
 
 46 
 
 Day^s Work 
 
 Ex. 12. 
 
 Hours 
 
 Courses 
 
 Knots 
 
 10 ths. 
 
 Winds 
 
 L'way. 
 
 Dev. 
 22'E 
 
 2W 
 
 Remarks, Ac. 
 
 1 
 2 
 3 
 4 
 
 Bast 
 
 9 
 
 9 
 
 9 
 
 10 
 
 5 
 6 
 
 8 8 E 
 
 11° 
 
 A point 
 in Lat. 48° 10' N 
 Long. 29 50 W 
 bearing by compass 
 
 NEf N 
 Dist. 4^ miles. 
 
 6 
 6 
 
 7 
 8 
 
 B25''W 
 
 10 
 10 
 10 
 10 
 
 - 
 
 S E 
 
 13 
 
 9 
 10 
 11 
 12 
 
 East 
 
 10 
 
 10 
 
 10 
 
 9 
 
 6 
 
 8 8 E 
 
 13 
 
 22 BiVariat:on 34» W 
 
 i 
 
 1 
 2 
 3 
 4 
 
 8 75 E 
 
 9 
 
 9 
 9 
 9 
 
 10 
 9 
 
 10 
 9 
 
 9 
 8 
 8 
 9 
 
 t 
 
 6 
 6 
 
 8 ^ E 
 
 12 
 
 21 E 
 
 22 E 
 IW 
 
 A current Ret 1 
 in compass / 
 B 28° W. 
 
 18 miles from the 
 time the departure 
 was tAken in the 
 end of the day. ; 
 
 6 
 6 
 T 
 8 
 
 8 82 E 
 
 5 
 
 7 
 7 
 
 8byE 
 
 13 
 11 
 
 9 
 10 
 11 
 12 
 
 8 20 W 
 
 8E j E 
 
 Ex. 13. 
 
 Hours 
 
 1 
 2 
 3 
 4 
 
 9 
 10 
 11 
 12 
 
 1 
 2 
 3 
 
 4 
 
 6 
 6 
 
 7 
 8 
 
 9 
 10 
 11 
 13 
 
 I ourses 
 
 8 36<» E 
 
 8 25 E 
 
 Ditto 
 
 8 70 B 
 
 8 29 W 
 
 8 43"~l7 
 
 Knots j 10 ths. 
 
 1 
 
 8 
 
 7 
 
 8 
 
 8 
 
 8 
 
 9 
 
 9 
 
 - 
 
 9 
 
 — 
 
 9 
 
 - 
 
 9 
 
 - 
 
 9 
 
 - 
 
 8 
 
 5 
 
 8 
 
 6 
 
 8 
 
 6 
 
 8 
 
 - 
 
 8 
 
 fi 
 
 7 
 
 3 
 
 7 
 
 8 
 
 7 
 
 - 
 
 8 
 
 - 
 
 8 
 
 - 
 
 7 
 
 6 
 
 7 
 
 4 
 
 7 
 
 — 
 
 7 
 
 - 
 
 7 
 
 2 
 
 7 
 
 4 
 
 Winds 
 8 32° W~ 
 
 L'way. 
 
 14° 
 
 8 85 W 
 
 8 46 W 
 
 South 
 
 8 40 E 
 
 8 27 E 
 
 Dev. 
 
 6°W 
 
 11 E 
 
 13 ill E 
 
 11 
 
 12 
 
 10 
 
 20 E 
 
 3W 
 
 8W 
 
 Remarks, &c. 
 
 A point 
 
 in Lat. 35° 35' N 
 Long. 47 W 
 bearing by compass 
 
 W|N 
 Dist. 12 miles. j 
 
 Variation 18° W. 
 
 A current set "i 
 by compass / 
 N^E. 
 
 21} miles from the 
 time the departure 
 was taken to the 
 end of the day. 
 
Daijs Work 
 Ex. 14. 
 
 47 
 
 Hours 
 
 Courses 
 
 Winds 
 
 8 
 8 
 8 
 8 
 
 8 
 
 7 
 7 
 7 
 
 8 
 9 
 9 
 
 8 
 
 '8 
 8 
 8 
 8 
 
 9 
 
 9 
 
 9 
 
 9 
 10 
 10 
 10 
 
 9 
 
 10 t?I8. 
 
 6 
 8 
 6 
 5 
 
 Winds 
 
 L'way. 
 
 Dev. 
 
 16 E 
 9E 
 
 32 E 
 
 24E 
 
 17 E 
 
 Remarks, Ac 
 
 1 
 2 
 3 
 
 4 
 
 N 32» W 
 
 8 40' W 
 
 O" 
 
 A point 
 in Lat. 44» 16' S 
 Long. 104 10 E 
 bearing by compass 
 
 N E by E 
 Dist. 6 miles. 
 
 Variation 17° E 
 
 A current set ") 
 by compass j 
 N E by E 4 E 
 
 18 miles fiom the 
 time the departure 
 was taken to the 
 i-nd of the day. 
 
 e 
 
 6 
 
 7 
 8 
 
 9 
 10 
 11 
 
 1 12 
 
 __ 
 
 2 
 3 
 
 4 
 
 N 30 W 
 
 6 
 6 
 8 
 
 S 80 W 
 N 8E"W" 
 
 « 
 
 N 16 W 
 N 80 W 
 
 5 
 
 2 
 
 2 
 2 
 5 
 5 
 
 10 
 9 
 
 N 11 W 
 
 5 
 6 
 7 
 8 
 
 N 49 W 
 
 - , N 20 E 
 5 
 
 10 
 
 
 9 
 10 
 11 
 12 
 
 N 32 W 
 
 6 
 
 N 58 E 
 
 Ex. 16. 
 
 Hours 
 
 1 
 2 
 3 
 4 
 
 Courses 
 
 5Up8 76^Wi 
 
 ' Oflf s 26 E : 
 
 9 
 10 
 11 
 12 
 
 5 
 
 8 10 W 
 
 6 
 
 
 7 
 
 
 8 
 
 
 9 
 10 
 
 S Up West 
 <oflfS34°Wi 
 
 11 
 
 
 12 
 
 
 1 
 
 West 
 
 2 
 
 
 3 
 
 
 4 
 
 
 6 
 
 Ditto 
 
 6 
 
 
 7 
 
 
 8 
 
 
 Knots. 
 
 _ 
 
 1 
 1 
 1 
 
 W 14 8 
 
 7 
 6 
 
 7 
 
 "i" 
 
 6 
 6 
 T 
 
 10 ths. 
 
 Winds 
 
 L'way. 
 60° 
 
 Dev. 
 
 4o"E 
 
 6 
 5 
 5 
 
 Why 8 
 
 8 
 
 4 
 9 
 
 , Ditto 
 
 18 
 
 IE 
 
 2 
 2 
 
 2 
 2 
 
 NWbyN 
 
 56 
 16 
 
 12W 
 22W 
 
 6 
 
 NN W 
 
 - 
 
 
 
 22W 
 
 1 00 
 
 North 
 
 
 
 8 
 
 
 
 18W 
 
 6 
 6 
 S 
 
 NWbyN 
 
 16 
 
 — 
 
 
 
 
 Remarks, &c. 
 
 A point 
 in Lat. SO" 12' N 
 Long. 179 30 W 
 bearing by compass 
 
 Dist. — miles. 
 
 Variation 12° E 
 
 A current set > 
 by compass f 
 8 78° W 
 
 36 miles from the 
 time the departure 
 was taken to the 
 end of the day. 
 
 I 
 
48 
 
 Latitude by the Meridian Altitude of the Sun. 
 
 f " 
 
 LATITUDE BY THE MERIDIAN ALTITUDE 
 OF THE SUN. 
 
 48. To And a Greenwich date. — As it must be noon at ship 
 when this observation is taken, the ship time astronomically ex- 
 pressed, will be, the date of the observation followed by 0^* On» 0\ 
 Turn tlie longituae into time * (Norie table XIX, Ifoicditch table 
 XXI, Raper table 17) and add it to the ship date if the longitude is 
 West, but subtract it if it is East, and the sum or remainder will 
 be the Greenwich apparent Time. 
 
 49. To find the true declination. — In page I of the month in 
 the Nautical Almanac, will bo found the sun's declination at 
 apparent noon of each day (for mean noon see Note). Take out the 
 declination opposite the day of your Greenwich date, and also 
 the " difference fori hour" alongside. Express Uie Greenwich 
 time in decimals, by dividing the minutes by 6, and placing the 
 result after the hours with a decimal point between. Multiply 
 the difference for 1 hour by the Greenwich time decimally ex- 
 pressed; count the number of figures at the right hand of the 
 decimal point of both the numbers multiplied, and point off the 
 same number of figures from the right hand of the product, the 
 nuiliber rnmaining will be the correction for the declination in 
 seconds ; and of course, if this exceeds 60 it must be brought into 
 minutes. Place the correction under the declination, and if the 
 declination in increasing, add then together ; but if it is decreas- 
 ing, subtract the lass from the greater, bearing in mind that if the 
 correction is the larger, the true declination will be N. or S. con- 
 trary to that taken from the almanac. 
 
 NoTa. The declination at mean noon is given in Page II of eacli month in 
 the Nautical Almanac, but tho hourly dilfurenco is still to be taken from Page I. 
 
 50. To And the Sun's true altf tude. — To the observed altitude 
 apply in rotation the following corrections, viz : 
 
 Index error (if any). — This is additive or subtractive according 
 to its sign (+ additive, — subtractive). 
 
 • This may be done by calculation, by multiplying the long, by 4 and 
 dividing by 60 ; with a little practice this is much the quickest way of doing it. 
 
Lc'ilndc by the Meridian Altitude of the Sun. 
 
 49 
 
 Dip.— In Table V None, Table XIII Bowditch, or Table 30 
 liaper., will be found the dip corresponding to the given height 
 of the eye ; the dip is always subtraclive. 
 
 Refraction and Parallax. — In Norie this f^orrection is found in 
 Table XV ^11 opposite the App. Alt. and ia tlic column marked 
 "Sun's Cor." at the top. In the other Epitomes the Refraction 
 and Parallax are given in separate tables, and the correction will 
 be found by taking out the Refraction from Table XII in Bowditch 
 or Table 31 in Roper., and from it subtracting the Parallax, Bote 
 ditch Table XIV, and Raper Table 34. This correction is always 
 subtractive. 
 
 Sevii-diameter. — Open the Nautical Almanac to the given 
 month, and in page II, in its proper column, you will find the 
 semi-diameter opposite the day of your Greenwich date. If the 
 loweT limb has been observed, the semi-diamel3r is additi e ; but 
 if the upper limb has been taken, it is then subtractive. The 
 result is the True Altitnde of the Sun's centre. 
 
 51. To find the isenith distance. — Take the True Altitude 
 from 90", and the remainder will be the Zenith Distance, to be 
 named N. or S. contrary to the observed altitude. In some very 
 rare cases, the true altitude is found to exceed 90" ; in such an 
 event, take 90" from it, and the remainder will be the Zenith 
 Distance of the same name as the observed altitude. 
 
 52. To find the Latitude. — Under the zenith distance place the 
 true declination, add them together if they are of the same name, 
 but take their difference if they are of contrary names, and in 
 either case, the i-esult will be the latitude N. or S. of the same 
 name as the greater. 
 
 Ex. 1— 187b, May 1 7th, in longitude 82" 30' W., the observed 
 meridian altitude of the sun's lower limb was 54" 54 0" bearing 
 North, index error + 1' 14", height of eye 17 feet. Required the 
 latitude. 
 
 Ship date May \1^Q^ O'nQx Decl. 19" 28' 21 Hourly diff'. 33*-32 
 Long in time + 5 30 +33 5-5 
 
 ^ App'^Time } ^"^ ^ ^^ T.decl. 19 3i 24 
 
 16660 
 16660 
 
 183-260 
 
 Correction 3 3 
 
m 
 
 m 
 
 !4 
 
 ■if 
 
 M 
 
 50 
 
 Latitude by the Meridian Altitude of the Sun. 
 
 Norie 
 
 Obs. Alt 540 54' 0"N 
 Index error + 114 
 
 Bowditch 
 
 540 54' O^N 
 + 1 14 
 
 Dip. 
 Ref.-Par. 
 
 54 55 14 
 - 3 57 
 
 54 51 17 
 
 35 
 
 54 55 14 
 - 4 3 
 
 R. 40" 54 51 1 1 
 P. () - 34 
 
 Raper 
 
 540 54' O'N 
 + 1 14 
 
 54 55 14 
 - 4 5 
 
 R. 41"54 51 9 
 P. 5 - 36 
 
 54 50 42 
 Semi-diam. + 15 51 
 
 True alt. 
 
 55 
 90 
 
 6 33 
 
 Zen. dist. 34 53 27 S 
 True decl. 19 31 24 N 
 
 54 . . 37 
 + 15 51 
 
 55 6 28 
 90 
 
 34 53 32 a 
 
 19 31 24 N 
 
 54 50 33 
 + 15 51 
 
 55 6 24 
 90 
 
 34 53 36 S 
 19 31 24 N 
 
 Latitude 15 22 3 8 
 
 15 22 8 8 
 
 15 '^'> 12 8 
 
 Ex. 2—1876, October 30th, in longitude 112° 48' E,the .ved 
 meridian alliti^de of the Sun's lower limb was 53'» 8' 40" bearing 
 North, index error — 1' 20", hoight of eye 14 feet. Required the 
 latitude. 
 
 Sh=p date, Oct. 30^1 On 0"' 0^ Decl. 13" 40' 17" Hourly diff. 49"-45 
 Long in time 7 3112 13 36 16-5 
 
 ^'*'f™r?, I 29 16 28 48 T. decl. 13 53 53 24725 
 
 App. iimtj 29670 
 
 4945 
 
 815-925 
 Correction 13 36 
 
Latitude by the Meridian Altitude of the Sun. 
 
 51 
 
 Obs. Alt. 
 Ind. error 
 
 JSorie 
 
 530 8'40"N 
 - 1 20 
 
 R. 
 P 
 
 Bowditch 
 
 530 8'40"N 
 - 1 20 
 
 Raper 
 
 53" 8'40"N 
 - 1 20 
 
 Dip. 
 
 53 7 20 
 - 3 36 
 
 53 7 20 
 - 3 41 
 
 53 7 20 
 ~ 3 40 
 
 Ref.-Par. 
 
 53 3 44 
 
 38 
 
 43" 53 3 39 
 6-37 
 
 R. 44" 53 3 40 
 P 6 - 38 
 
 Semi-diam 
 
 53 3 6 
 
 + 16 9 
 
 53 3 2 
 + 16 9 
 
 53 3 2 
 + 16 9 
 
 True alt. 
 
 53 19 15 
 90 
 
 53 19 11 
 90 
 
 53 19 11 
 90 
 
 Zen. dist. 
 True decl. 
 
 36 40 45 S 
 13 53 53 S 
 
 36 40 49 S 
 13 53 53 S 
 
 36 40 49 S 
 13 53 53 S 
 
 Latitude 
 
 50 34 38 S 
 
 5' 34 42 S 
 
 50 34 42 S 
 
 Ex. 3— 1876, April 26th, in longitude 109" 0' E., the observed 
 meridian altitude of the Sun's Lower Limb was 52o 10' 0" bearing 
 North, index error + 1' 16", height of eye 11 feet. Required th. 
 latitude. 
 
 Ex. 4—1876, July Uth, in longitude lllo 25' E., the observed 
 meridian altitude of the Sun's Lower Limb was 18" 46' 15" bearing 
 North, index error - 0' 49", height of eye 22 feet. Rpquired the 
 latitude. 
 
 Ex. 5— 1876, November 8th, in longitude 11o46'E., the ob 
 served meridian altitude of the Sun's Lower Limb was 73o 18' 20" 
 bearing South, index error-O' 28', height of eye 16 feet. Required 
 the latitude. 
 
 Ex. 6.— 1876, March 27th, in longitude 8° 22 W., the observed 
 meridian altitude of the Sun's Lower Limb was 32" 22' 10" bearing 
 South, index error + 1' 47" height of eye 13 feet. Required the 
 latitude. 
 
 Ex. 7—1876, September 23rd, in longitude 104o 20' E the 
 observed meridian altitude of the Sun's Upper Limb 'was 
 I80 47' 50" bearing North, index error 0' 0", height of eye 18 feet 
 Required the latitude. 
 
Time. 
 
 Ex. 8— 1876, January 24th, in longitude TS" 18' W., the 
 observed meridian altitude of the Sun's Lower Limb was 
 89'^ 53' 50" hearing North, index error + i' 27", height of eye 14 
 feet. Required the latitude. 
 
 Ex. 9—1876. July 4th, in longitude l33o 48' W., the observed 
 meridian altitude of the Sun's Lower Limb was 51" 16' 50" bearing 
 South, index error- 1' lb', height of eye 13 feet. Required the 
 latitude. 
 
 Ex. 10.— 1876, March 20th, in longitude 32o 48' E., the observed 
 meridian altitude o!" the Sun's Lower Limb was 39« 26' 30" bearing 
 South, index error — 0' 20", height of eye 12 feet. Required the 
 latitude. 
 
 Ex. 1 1.— 1876, September 22nd, in longitude 76" 24' 30" W., 
 the observed meridian altitud(! of the Sun's Lower Limb was 
 49' 27' 30" bearing Souui, index error + 2' 20", height of eye 21 
 I'eet. Required the latitude. 
 
 Ex. 12.— 1876, May 15th, in longitude 16o 45' TV., the observed 
 meridian altitude of the Sun's Lower Limb was 38" 19' 20" bearing 
 North; index error + 2' 28", height of eye 15 feet. Required the 
 latitude. 
 
 Ex. I3.--1876, March 20th, in longitude 24° 15' E., the observed 
 meridian altitude of the Sun's Lower Limb was 38o 46' 15' 
 bearing South, index error — 1' 15" height of eye 16 feet. Re- 
 (juired the latitude. 
 
 Ex. 14.— 1876, June 29th, in longitude 160o 50' E., the observed 
 UKMidian altitude of the Sun's Lower Limb was 71" 2' 30" bearing 
 North, index error — 0' 58, height of eye 16 feet. Heijuired the 
 latitude. 
 
 Ex. 15. — I87(ip, March 1st, in longitude 54" 55' E., the observed 
 meridian altitude of th(! Sun's Lower Limb was 62" 6' 0" bearing 
 South, index efror — l' 14", height of eye 20 feet. Required fhe 
 latitiule. 
 
 TIME 
 
 TO EXPHBSH TIME A8TBONOMICALLY. 
 
 lis. It tlie kIvou time b« P. M, — Set down the lime as it stands, 
 and prellx to it the day of the month upon whii'h i', occurs ; thus — 
 May '^th at A^ 20"' V. M. is equal to 15** 4'' 20»» astronomical time- 
 
Time. 
 
 58 
 
 , • 54. If the given time be A.M. — Add 12 hours to the time, and 
 prefix the dale of the preceding day; thus— May I5th at 5*» 30n» 
 A. M. is equal to 1 4*1 17h 30™ astroaomical time. 
 
 55. The above rules may be explained by stating that all astro- 
 nomical time counts from noon; now, in the example given above 
 l.^**), the 4*» 20'tt P. M. is reckoning from noon of the 15th as it 
 stands, therefore no change is necessary beyond prefixing the 
 noon from which it reckons; but in the following example (54' 
 tht 5** 30"- is not reckoning from noon, but from the preceding 
 midnight ; it is plain, you cannot count your time from noon of 
 the 15th, because that time has not yet arrived ; you have no 
 alternative therefore, but lo reckon it from noon of the 14th, and 
 this is done, by adding to your time the 12h between noon of the 
 14th and the midnight from which your A. M. is reckoned, and 
 yoii must distinctly understand that 5h SO"" A. M. on the 15th, 
 civil time, and 14** 17h 30"! astronomical time, is exactly the same 
 time only differently stated. 
 
 TO GET A GREENWICH DATE. 
 
 5«. Express your ship time astronomically (63 and 54). Turn 
 your longitude into time by multiplying it by 4 and dividing by 
 60, or by inspection from Table XIX Norie, Table XXII fiowditch^ 
 or Table 17 Rainr. Subtract the longitude in time from the astronj 
 niicul time, if the longitude is East; but get their sum, if the lon- 
 gitude IS West, the result in either case will be the Greenwich 
 date ; -uid will be either mean or apparent time the xame as that 
 at ship. 
 
 Ex. 1. -January 27th, in Lat. IH" 25' N. Long. 87« 30' E. the 
 apparent time at ship was 3'> !7n' P. M. ; required the correspond- 
 ing Greenwich date. 
 
 Fjongitude 
 
 87 30 E 
 4 
 
 (i,0 J 35,0 DO 
 
 A. T. S. 27d3h 17m0^ 
 
 Long, in tin^o — ;> 50 
 
 G A.T. 
 
 2fl 21 27 
 
 Long, in time 5 50 00 
 
 Ex. 2.-- September 12th, in Lat. 47" 8' 8. Long. 10U<» 32' 14" W. 
 the moan time at ship was 8»» 27"" lO* A. M. ; required the Green, 
 wich date. 
 
jm 
 
 m^ 
 
 54 
 
 Longitude 
 
 Amplitude. 
 
 1 09o 32' 1 4 ' M. T. S. H'» '20^ 27'" 1 6* 
 
 4 Long, in time + 7 18 9 
 
 6,0 J 43,6 8 56 
 
 G. M. T. 
 
 12 3 45 25 
 
 Long, in time 
 
 7 18 9 
 
 Ex. 3.— Feb. 2ud in Lat. Qo 12' S. Long. 48o 22' W, the appa- 
 rent time at ship was 5*^ 29n» P. M. ; required G. A. T. 
 
 Ex. 4.— October 12th in Lat. l7o 10' N. Long. 12" 14' 16" E, the 
 apparent time at ship was 3*^ 27*" 40^ A. M. ; required G. A. T. 
 
 Ex. 5.— August 20th in Lat. 32" 14' N, Long. 112^ 19' 50" W, 
 the mean time at ship was 11*' 15'n 45s p. m, ; required G. M. T. 
 
 Ex. 6.— March 16th in Lai. 8^ 42' S. Long. 36" 24' 25" E, the 
 apparent time at ship was 9^ 17«n 52^ A. M. ; required G. A. T. 
 
 Ex. 7.— Ap/il 29th in Lat. 44" 25' S. Long. 62o 12' 15" E. ; the 
 mean time at uhip wau 3'» 12"» 49" P. M. ; required G. M. T. 
 
 Ex. 8.— July 8th in Lat. 12" 13' N. Long. 147" 18' W.; the 
 mean time at ship wus 7»» 32"' 23» P. M. ; required G. M. T. 
 
 Ex. 9.— May 1st in Lat. 15- 24' N. Long. 83" 22' 30' W. ; thr 
 apparent time at ship was 10^ 26'n 30'* A. M. ; required G. A. T. 
 
 Ea. lu.— Dec. Ist in Lat. 29" 30' R. 
 
 Long. 
 
 55" 55' 45" E.: the 
 
 mean time at ship was l^ 5n» 4*' V. M. ; required G. M. T. 
 
 AMPLiTUDE. 
 
 57. — With the ship's time and longitude, find the Greenwich 
 apparent time (56i. Get out tiie True Declination (49). 
 
 58. To find the Tnio Ainplitiule. — Take out the secant of the 
 latitude and tno sine oi the declination, the sum will be the log. 
 sine of the True Amplitude ; this is to be nr^roed E. if the observa- 
 tion was taken in the morning, but W. if in the afternoon, and N, 
 or S the same as the Tine Declination. It must be understood 
 that Amplitudes reckon from the E. oi W. towards the N. or 8. 
 consequetitly the E. or W. from which your True Amplitude may 
 count, is placed at its left hand. If the True Declination is 0" 0' 
 the True Amplitude is also 0" 0'. 
 
 59. To tindthu Error of the Oompass.^ — Set down your Mag- 
 netic Amplitude und^r the True, making them both reckon from 
 
v^r*- 
 
 Amplitude. 
 
 55 
 
 the same E. or W. point, now add the two together if one is N. 
 and the other S, but get their difference of both are of the same 
 rame, and the result will be the Error of the Compass to he 
 named E. or V7. as follows : — make a crost to reprecent the four 
 quarters of the compass, and lay oif V.pon tl'is the places of the 
 Magnetic and True Amplitudec; now suppose yourself standing 
 in the centre, looking along the line representing the Magnetic 
 Amplitude, then if the True Amplitude falls to your right hand, 
 the Error is to be named E., but W. ir»it fails to vour left hand. 
 
 60. To iliiid the Deviation. — UQ,der the Error of the Compass 
 place the Variation ; add them together if they are of contrary 
 names, but get their difference where they ire of the same name, 
 and the sum or remainder will be the Deviation, to be named E. 
 or W the same as the error of the compass except when tiio Error 
 and Variation have like names and the Error is the least^ in this 
 case, the Deviation takes the contrary name to the Error; thus: — 
 
 Error 
 Var. 
 
 l4o 10' W 
 2 25 E 
 
 Error 
 Var. 
 
 Dev. 
 
 140 10' W 
 2 25 W 
 
 Error 
 Var. 
 
 Dev. 
 
 14oio' W 
 22 25 W 
 
 Dev. 
 
 16 35 W 
 
 11 45 W 
 
 8 15 E 
 
 The name of th(> Deviation may also be found by laying oil' 
 the Variation and the Error to IIk; E;ist or West, as named, of the 
 North point of the roinpass; then if the Error is to the right of 
 the Variation, the Deviation is East, but if to the left hand it is 
 West. 
 
 Ex. 1.— 1870, January SIst, al In '6'» A. M. appt. T. Ship, in 
 latitude :I5<' 20<> N., longitude 48'> 20' W., the Sun's Magneti unp- 
 litnde was E. by S. Ro((uired True Amplitude, and Error of the 
 Comp.-'ss, and supposing the Variation to be 17" 10' W. required 
 the Deviation of the Compass for that position of the ship's head. 
 
 Ship date 
 [jong. in time 
 
 Jan. 20'« 19" :im 0" Deck 20" 11' 57" S. 
 + :U3 20 — II 59 
 
 Greenwich App. Time 20 22 16 20 T.decl. 19 59 58 
 
 32-23 
 2i3 
 
 9(16'.> 
 : 6446 
 6446 
 
 71 H- 729 
 Correction 11 59 
 
m 
 
 
 56 
 
 Latitude 
 
 True declination 
 
 Amplitude. 
 
 350 20' Secant 0-088416 
 20 00 Sine 9-534052 
 
 True Amplitude E 24 47 S Sine 9-622468 
 Mag. Amplitude E 11 15 S 
 
 ErroroftheCompa8s13 32 E 
 Variation 17 10 W 
 
 Deviation 
 
 30 42 E 
 
 Ex. 2.— 1876, November 10th, at 6^ 20'" P. M Appt. T. Ship, 
 in latitude 15o 33' S, longitude 108" 59' E, the Sun's Magnetic 
 Amplitude was W 14o 4 N. Required True Amplitude and Error 
 of the Compass, and supposing the Variation to be 1" 24' W, 
 required the Deviation of the Compass for that position of the 
 ship's head. 
 
 Nov. lO'* 611 aom 0« 
 — 7 15 56 
 
 Ship date 
 Long, in time 
 
 Decl. 
 
 17 3 17 S 
 + 16 22 
 
 42-" 49 
 23- 1 
 
 G. A. T. 
 
 9 23 4 
 
 T.ded. 1719 39 
 
 4241? 
 12747 
 
 8498 
 
 981-519 
 Correction 10 22 
 
 )j,Jitude 
 
 
 15" 
 
 33' 
 
 Secant 
 
 0-016195 
 
 True declination 
 
 
 17 
 
 20 
 
 Sine 
 
 9-474115 
 
 True AMPUTtiDE 
 
 W 
 
 18 
 
 1 S. 
 
 Sine 
 
 9-490310 
 
 Mag. Amplitude 
 
 W 
 
 14 
 
 4N 
 
 
 
 Error of the compass 32 5 W^ 
 Variation 1 24 W 
 
 Deviation 
 
 30 41 W 
 
 Ex. 3.— 1876, April 15th, at 5h 43™ P. M. Appt. T. Ship, in lati- 
 tude 22" 56' S, longitude 73" 18' W, the Sun's Magnetic Amplitude 
 was W 3" 30' N. Required True Amplitude and Error of the 
 Compass, and supposing the Variation to be 12» 56' E, required 
 the Deviation of the Compass for that position of the Ship's head. 
 
Amplitude. 
 
 57 
 
 Ex. 4.— 1876 Octobei- 31st, at 4h 40"! A. M. Appt. T. Ship, in 
 latitude 54" 0' S, longitude 168° 0' E, the Sun's Magnetic Ampli- 
 tude was S 81" 20 E, Required True Amplitude and Error of the 
 Compass, and supposing the Variation to be 19" 17' E, required 
 the Deviation of the Compass for that position of the Ship's head. 
 
 Ex. 5.-1876, February 8th, at 0^ 47™ P. M. Appt. T. Ship, 
 latitude 37" 30' S., longitude 116" 14' E., the Sun's Magnetic Am- 
 plitude was N 85" 20' W. Required True Amphtud<! and Error 
 of the Compass, and supposing the Variation lo be 8" 0' W, re- 
 quired the Deviation of llio Compass for that position o'' the Ship's 
 head. 
 
 Ex. 6.— 1876, July 2nd, at 2^ 17™ A. M. Appt. T. Ship, latitude 
 62" 42' N, longitude 55" 38' W, the Sun's Magnetic Amplitude was 
 E 9" 30' N. Required True Amplitude and Error of the Compass, 
 and supposing the Variation to be 60" 15' W, required the Devia- 
 tion of the Compass for that position of the Ship's head. 
 
 Ex. 7.— 1876, January 5th, at 5^ 46'" P M. \ppt. T. Ship, 
 latitude 8" 13' N, longitude 41" 29' W, the Sun's Magnetic Ampli- 
 tude was S W ^ W. Required True Amplitude and Error of the 
 Compass, and supposing the Variation to be 7" U' W, required the 
 Deviation of the Compass for that position of the Ship's hi^ad. 
 
 Ex. 8.— 1876, October 1st, at 6" 12"^ P. M. Appt. T. Ship, lati- 
 tude 31" -''6' S, longitude 129" 5(1' E, tie Sun's Magnetic Ampli- 
 tude was W S W. Required True Amplitude and Error of the 
 Compass, and supposing the Variation to be 0" 0', required the 
 Deviation of the Compass for that position of the Ship's head. 
 
 Ex. 9.— 1876, March 21st, at 6»> 5n' A. M. Appt. T. Ship, in 
 latitude 48" 36' N, longitude 0" 0', the Sun's Magn«;tic Amplitude 
 was S E by E A E. R«!(inire(l True Amplitude and Error of the 
 Compass, and supposing the Variation to be 20" 20' W, recjuired 
 the Deviation of th(> Compass for that position of the Ship's head. 
 
 Ex. 10.— 1876, September 22'"', at IP' On> P. M. Appt. T. Ship, in 
 latitude 18" 9' S, longitude 13" 35' 30" E., the Sun's Magnetic Am- 
 plitude was W by N f N. Reijuired True Amplitude and Error of 
 the Compass, and supposing the Variation to bo 24" 14' W, rt- 
 quired the Devialion of th'» Compass for that position of the Ship's 
 huud. 
 
 Ex, 11.— 187(5, D(>ceml!er 2t)th, at 3'' ()'" P. M. Apjtt. T. Ship, in 
 latitude 59" 0' N, longitud* >(>0" 4«)' E, the Sun's Magnetic AmpI'. 
 
58 
 
 Azimuth. 
 
 tilde was South. Required True Amplitude and Error of the 
 Compass, and supposing the Variation to be 18° 0' E, required 
 the Deviation of the Compass for that position of the Ship's head. 
 
 Ex. 12.— 1876, June 30th, at 2^ 14m a. M. Appt. T. Ship, lati- 
 tude 63o 18' N., longitude 130" 10' W., the Sun's Magnetic Ampli- 
 tude was N 25" W. Required, True Amplitude and Error of the 
 Compass, and supposing the Variation to be 38o 0' E., required 
 the Deviation of the Compass for that position of the ship's head. 
 
 Ex. 13.-1876, December 11th, at 9f» 2'« P. M., Appt T. Ship 
 latitud(^ 59" 16' S., longitude 80" 30' W., the Sun's Magnetic Am- 
 plitude was S. by E. Required, True Amplitude and Error of the 
 Compass, and supposing the Variation to be 27" E. , required the 
 Deviation of the Compass for that position of the Ship's head. 
 
 Ex. 14.-1876, May 1st, at 6^ Qn, A. M., Appt. T. Ship, latitude 
 0" 0', longitude 152" 21' E., the Sun's Magnetic Amplitude was 
 E by N ^ N. Re((uir('d, True Amplitude and Errorof the Compass, 
 nnd supposing the Variation to be 5" 45' E., required the Deviation 
 of the Compass for that position of the Ship's head. 
 
 Ex. 15.— 1876, July 31st, at 6^ 37™ P. M., Appt. T. Ship, lati- 
 tude 27" 12' N., longitude, 180" E,, the Sun's Magnetic Amplitude 
 was West. Required, True Amplitude and Error of the Compass, 
 and supposing the Variation to be 1 1" 50' E., reijuinHl the Devia- 
 tion of the Compass for that position of l\w Ship's head. 
 
 AZIMUTH. 
 
 «1. With the Ship Time and Longitude find the Greenwich 
 Date (56). From the Observed Altitude get the True Altitude (50|- 
 Find the True Declination (49) taking the declination from page II 
 of the Nautical Almanac, and the " diff. for 1 hour " from page I 
 as before. Subtract the true declination from 90" when the 
 latitude and declination are of the same name, but add it to 90" 
 when they are of contrary names, the sum or remainder will be 
 the Sun's Polar Distance. 
 
 «2. To And the True Azimuth. — Unchu* the Polar Distance 
 place the Altitude and Latitude, add them together and divide the 
 «um by 2, now take the difference between the Half Sum and the 
 Polar Distance and let the result be called the Remainder. 
 
Azimulh. 
 
 59 
 
 63. Turn out the following logs, to the nearest minute :— 
 
 of the Altitude the Secant 
 *'■ Latitude " Secant 
 
 " Half Sum " Cosine 
 " Remainder " Cosine 
 
 64. By Raper the sum of these logs, will be the log. Sine 
 Square of the True Azimuth ; but by Norte or Bowditch, divide 
 the sum of these logs, by 2, and look out this log. in the sine 
 column, the degrees and minutes corresponding will be half the 
 azimuth, which being doubled will given the True Azimuth. 
 Name the True Azimuth N or S contra)^ to the latitude, and E if 
 the observation was taken in the morning but W if in the after- 
 noon. If the True Azimuth does not reckon from the N or S the 
 same as the sun's bearing by Compass, make it do so by subtracting 
 it from 180->. 
 
 65. To fliid the Ebror of the Compaj^M. — Under the True Azi- 
 muth place the sun's bearing by compass, and if they are both E 
 or both W take their difference, but if one is E and the other W 
 add them together, and the result in either case will be the Error 
 of the Compass. With two cross lines make the four cardinal 
 points of the Compass, and upon this lay off the Compass and 
 True Bearings of the Sun ; now supposing yourself standing in 
 the centre, looking along the line representing the sun's compass 
 bearing, then, if the True Azimuth falls to your right hand the 
 Error is E, but W if it is to your left hand. 
 
 66 To fliul the Deviation ot the Compass. — With the Error of 
 the Compass and the Variation find the Deviation (00). 
 
 Ex. 1—1876, April 16th ; Mean Time Ship at 8^ 43n> A. M., in 
 latitude 37o IB'S, longitude 93" 22' W. The Sun's bearing by 
 Compass E N E, altitude 23" 24' 0". Height of the eye 20 feet. 
 Required the True Azimuth and Error of the Compass ; and sup- 
 posing the Variation to bo 15" 45' E, required the Deviation of the 
 Compass for that position of the Ship's head. 
 Ship date April 15^ 20"43'n 0« Decl. 10" 20' 52" N 52"-91 
 Long, in lime + 6 13 28 Cor. + 2 33 2-9 
 
 G. M. T. 
 
 16 2 56 28 
 
 T. Dec. 10 23 25 
 90 
 
 Polar distance 100 23 25 
 
 47619 
 10582 
 
 153-439 
 
 Correction 2 33 
 
GO 
 
 Azimuth. 
 Norie. 
 
 Obs. Alt. 230 24' 0" Polar distance 
 
 Dip. - 4 17 True altitude 
 
 Latitude 
 
 23 19 43 
 
 Ref.-Par. - 2 3 Sum 
 
 Half sum 
 
 23 17 40 Remainder 
 
 Semi-diani. + 15 58 
 
 100 23 25 
 
 23 33 38 Secant 0-037822 
 
 37 18 Secant 0-099374 
 
 161 15 3 
 
 80 37 32 Cosine 9-2 1 1520 
 19 45 53 Cosine 9-973625 
 
 True alt. 
 
 23 33 38 
 
 True Azimuth 
 
 N 
 
 Magnetic Azimuth N 
 
 Error ov the Compass 
 Variation 
 
 Deviation 
 
 27o 
 
 17' 
 
 
 2 
 
 54 
 
 34 E 
 
 67 
 
 30 E 
 
 1-2 56 W 
 
 15 
 
 45 E 
 
 28 41 W 
 
 19-322347 
 
 Sine 9-661174 
 
 Bowdltch. 
 
 Obs. Alt. O 23" 24' 0" Polar distance 1 00" 23' 25" 
 
 Dip. - 4 24 True Altitude 23 33 if^ Secant 0-03777 
 
 Latitude 37 18 Secant 0-U9937 
 
 R. 2' 14" 23 19 36 
 
 P. - S - 2 6 Sum 
 
 HalfSnni 
 
 23 17 30 Remainder 
 Semi-diam. + 15 58 
 
 161 
 
 14 53 
 
 
 80 
 
 37 27 
 
 Cosine 9-212-29 
 
 19 
 
 45 58 
 
 Cosine 9-97363 
 
 True Alt. 
 
 23 33 28 
 
 19-32306 
 
 27" 18' 
 
 
 Sine 9-66153 
 
 True Azimuth N 54 36 E 
 
 Magnetic Azimuth N 67 30 E 
 
 Error of the Compass 12 54 W 
 Variation 15 45 E 
 
 Deviation 
 
 28 39 W 
 
Azimuth. 
 
 61 
 
 Raper. 
 
 Obs. Alt. 230 24' 0" Polar distance 10o^>23'25" 
 
 Dip. - 4 20 True Altitude 23 33 33 Secant 0-037795 
 
 Latitude 37 18 Secant 0-099374 
 
 R. 2' 13" 23 19 40 
 
 P. - 8 - 2 5 Sum 
 Half sum 
 
 Semi-diam. 
 True Alt. 
 
 23 17 35 Remainder 
 + 15 58 
 
 IGI 14 58 
 
 80 37 29 Cosine 9-211909 
 19 45 56 Cosine 9-973625 
 
 23 33 33 
 
 True Azimuth N 54 35 K Sine Sq. 9-322703 
 Magnetic Azimuth N 67 30 E 
 
 EnnoH OF the Compass 12 55 W 
 Variation 15 45 E 
 
 Deviation 
 
 28 40 W 
 
 Ex. 2.— 1876, August 13tli; Mean Time Ship at 7h 20"i A. M., 
 in latitude I9'> 10' S., longitude 43" 38' E. The Sun's bearing by 
 Compass E. f S., altitude© |-2<'9'0" Height of the eye 10 feet. 
 Re(iuired the Time Azimuth, and Error of the Compass ; and 
 supposing the Variation to be 18"> W., required the Deviation of 
 the Compass for that position of the ship's head. 
 Ship date Aug. l2<U9h 20'" 0^ Docl. 14" 48' 40" N. 
 
 Longitude in time — 2 54 32 Cor. — 12 26 
 
 G. M. T. . 
 
 12 16 25 28 Truedecl.14 36 1'* 
 90 
 
 Polar distance 104 36 14 
 
 Norie. 
 
 Obs. Alt. 12" 9' 0' Polar distance 1 04" 36' 14" 
 
 Dip. 
 
 Ref. — Par. 
 
 12 
 
 ■ LM 
 
 5 58 
 4 12 
 
 Semi-diam. 
 
 !2 
 
 4- 
 
 t 46 
 15 50 
 
 True alt. 
 
 12 
 
 17 36 
 
 — 3 2 True Altitude 12 17 36 Secant 0-010085 
 Latitude 19 10 Secant 0-024767 
 
 !36 3 50 
 
 68 1 55 Cosine 9-572950 
 36 34 19 Cosine 9-904804 
 
 34 47 
 2 
 
 19-512606 
 Sine 9-756303 
 
 TnuB Azimuth N 69 34 E 
 
62 
 
 Azimuth. 
 True Azimuth 
 
 N 69 34 E 
 180 
 
 S 110 26 E 
 Magnetic Azimuth S 81 34 E 
 
 Error of the Compass 28 52 W 
 Variation 18 W 
 
 Deviation 
 
 10 52 W 
 
 Bowditch. 
 
 Obs. Alt. © 12o 9' 0" Polar distance XOio^G'H" 
 Dip. 
 
 R. 4' 23" 
 P. - 9 
 
 3 7 True Altitude 
 Latitude 
 
 12 17 29 Secant 00100(5 
 19 10 Secant 0-02477 
 
 12 5 53 
 - 4 14 Sum 
 
 Half Sum 
 
 136 3 43 
 68 1 52 Cosine 9-57295 
 
 Semi-diam. 
 
 12 1 39 Remainder 
 + 15 50 
 
 36 34 22 
 
 
 True Alt, 
 
 12 17 29 
 
 34o47' 
 2 
 
 
 True Azimuth 
 
 
 N 69 34 E 
 
 19-51258 
 
 Sine 9-75629 
 
 The remainder of the work the same as in Norte above. 
 
 Baper. 
 
 Obs. Alt. O 12" 9' 0" Polar distance 1040 36' 14" 
 
 Dip. " - 3 10 True Altitude 12 17 23 Secant 0-010071 
 
 R. 4' 25" 
 
 P. - 8 
 
 Latitude 
 
 12 5 50 
 - 4 17 Sum 
 Half sum 
 
 19 10 Secant 0-024767 
 
 12 1 33 Remainder 
 Semi-diam. + 15 50 
 
 136 3 37 
 
 68 1 49 Cosine 0-572950 
 36 34 25 Cosine 9904757 
 
 True alt. 
 
 12 17 23 
 
 True Azimuth 
 
 N 69 34 E Sine Sq. 9-512545 
 
 The remainder of the work the same as in Noric above. 
 
 Ex. 3.— 1876, January 28th ; Mean Time Ship at 3^ 4"> P. M., in 
 latitude 24° 10' S, longitude 79'> 14' E. The Sun's bearing by 
 Compass N. 87" 0' W, altUude © 36" 1' 20". Height of the eye 13 
 
Azimuth. 
 
 feet. Required the True Azimuth and Error of the Compass ; and 
 supposing the Variation to be 8" 38' E, required the Deviation of 
 the Compass for that position of the Ship's head. 
 
 Ex. 4.-1876, February 25th; Mean Time Ship at 8^ 15» 
 A. M. in latitude 17» 35' N, longitude 118o 26' W. The Sun's 
 bearing by Compass E. by S f S, altitude 28" 10' 20". Height of 
 the eye 17 feet. Required the True Azin-uiii'and Error of the 
 Compass; and supposing the Variation to be 7o 14' E., required 
 the Deviation of the Compass for that position of the Ship's head. 
 
 Ex. 5.-1876, September 22nd ; Mean Time Ship at 1^ U^ AM., 
 in latitude 26" 26' S, longitude 146o 6' 45" W. The Sun's bearing 
 by compass S 78" 40' E, altitude O 17" 59' 45". Height of the eye 
 10 feet. Required the True Azimuth and Errof of the Compass ; 
 and supposing the Variation to the 8o E, required the Deviation 
 of the Compass for that position of the Ship's head. 
 
 Ex. 6.— 1876, October 1st; Mean Time Ship at 4^ 37m, latitude 
 12" 26' N, longitude 88" 26' E. The sun's bearing by Compass 
 N 74" 30' V^^ altitude © 17" 15' 40". Height of the eye 14 feet. Re- 
 quired the True Azimuth and Error of the Compass, and supposing 
 the Variation to be 2" E, required the Deviation of the Compass 
 for that position of the Ship's head. 
 
 Ex. 7.-1876, December 20th ; Mean Time Ship at 4^ 17'", lati- 
 tude 58" 52' S, longitude 80" 22' W. The sun's bearing by com 
 pass S 64" 20' E, altitude 8" 20' 45". Height of the eye 7 feet. 
 Required the True Azimuth and Error of the Compass, and sup- 
 posing the Variation to be 26" 30' E, required the Deviation of the 
 Compass for that position of the Ship's head. 
 
 Ex. 8.— 1876, February 12th ; Mean Time Ship at 4^ 8"', latitude 
 27" 47' S, longitude 94" 45' E. The Sun's bearing by Compass 
 N. W. by W i W, altitude © 34" 0' 45". Height of the eye 21 feet. 
 Required the True Azimuth and Error of the Compass, and sup- 
 posing the Variation to be 9" 30' W, required the Deviation of the 
 Comj)ass for that position of the Ship's head. 
 
 Ex. 9.- 1876, November 14th, Mean Time Ship at 2^ 58'", lati- 
 tude 49" 12' N, longitude 34" 29' W. The Sun's bearing by Com- 
 pass West, altitude 9" 47' 30''. Heightof the eye 13 feet. Re 
 quired the True Azimuth and Error of the Compass, and sup- 
 posing the Variation of the Compass to be 35" 0' W, required the 
 Deviation of the Compass for that position of the Ship's head. 
 
64 
 
 Azimuth. 
 
 
 m 
 
 >\mm i 
 
 Ex. 10.— 1876, March 20th, Mean Time Ship at Qh 15"', latitude 
 26'- 50' N longitude 3-4" 32' 45" W. The Sun's bearing by Compass 
 S 50" E, altitude 40'' 30' 40". Height of the eye 20 feet. Re- 
 quired the True Azimuth and Error of the Compass, and sup- 
 posing the Variation of the Compass to be 17" 40' W, required the 
 Deviation of the Compass for that position of the Ship's head. 
 
 Ex. 11.-1876, June 18th, Mean Time Ship at 4^ 17"', lat. 0" 0', 
 longitude 31" 28' W. The Sun's bearing by Compass N 70" 20' W, 
 altitude 23" 30' 50". Height of the eye 17 feet. Required 
 the True Azimuth and Error of the Compass, and supposing the 
 Variation of the Compass to be 1 1" 0' W, required the Deviation 
 of the Compass for that position of the Ship's head. 
 
 Ex. 12.— 1876, July 1st, Mean Time Ship at 2^ 45'", latitude 
 58o 16' 40" N, longitude 131" 30' W. The Sim's bearing by Compass 
 S 6" 20' E, altitude © 45" 5' 1 0". Height of the eye 6 feet. Required 
 the True Azimuth and Error of the Compass, and supposing the 
 Variation of the Compass to be 32" E, required the Deviation of 
 the Compass for that position of the Ship's head. 
 
 Ex. 13.— 1876, October 18th, Mean Time Ship at 5^ 28"', latitude 
 15" 47' N, longitude 78" 47' E. The Sun's bearing by Compass 
 W J N, altitude I" 34' 20". Height of the eye 21 feet. Required 
 the True Azimuth and Erroi of the Compass, and supposing the 
 Variation of the Conxpass to be 1" 7 E, required the Deviation of 
 the Compass for that position of the Ship's head. 
 
 Ex. 14.— 1876, September ^4th, Mean Time ^ip at 2^ l^)"", 
 latitude 40"12'S, longitude 155" 51' W. The Sun's bearing by 
 Compass S 86" 30' W, altitude © 38" 44' 15". Height of the eye 7 
 feet. Required the True Azimuth and the Error of the Compass, 
 and supposing the Variation of the Compass to be 10" 30' E, re 
 quired the Deviation of the Compass for that position of the Ship's 
 head. 
 
 Ex. 15.— December 24th, Mean Time Ship 2^ 18"', latitude 
 49" 17' 20" N, longitude 134" 10' W. The Sun's bearing by Compass 
 South, altitude O 10" 58' 0". Height of the eye 1 2 feet. Required 
 the True Azimuth and the Error of the Compass, and supposing 
 the Variation of the Compass to be 22" 40' E, required the Devia- 
 tion of the Compass for that position of the Ship's head. 
 
Chronometer. 
 
 65 
 
 CHRONOMETER. 
 
 TO FIND THE MEAN TIME AT GREENWICH. 
 
 67. Upon looking at tlie time shewn by the Chronometer, it 
 will be noticed that it is not specified whether it is A. M. or 
 P. M. ; the first thing to be done then, is to find whether it is 
 A. M or P. M. at Greenwich. Get out what will be an " Approxi- 
 mate," Greenwich date with the given mean time at ship and the 
 longitude by account (56| ; and generally, if the time thus found 
 is less than 12 hours, the chronometer is shewing P. M. time upon 
 the day of the Approximate Greenwich Date, while if it is over 
 12 hours, the chronometer is shewing A. M. lime upon the day 
 following the Greenwich Date, Cases may occur, however, in 
 which this will not hold good, for if the actual time at Greenwich 
 is close to noon or midnight, any inaccuracy in the approximate 
 time may cause the chronometer to shew time in a different 
 division of the day to that upon which t,he real time falls ; and 
 the same thing is liable to happen if the chronometer has a large 
 error, but this should not cause any difficulty, for as the Approxi- 
 mative Greenwich Date cannot be very far from the truth, a 
 moment's consideration will shew whether it will be necessary 
 to take the chronometer time as A, M. or as P. M. to arrive at a 
 date close to the approximate time. Having determined whether 
 the chronometer is shewing A. M. or P. M. time, express it astro- 
 nomically, and apply the last error of the chronometer to it, 
 subtractive if it should be fast, but additive if slow, and let the 
 result be called the Corrected Chronometer Time. 
 
 68. To And the Daily Rate. —Find the interval between the 
 given errors of the chronometer, that is, if they are both fast or 
 both slow, get their difference; but if one is fast and the other 
 slow, get their sum. Bring the interval into seconds, and place 
 a cypher at the right hand, now divide this by the number 
 of days between the dates of the two errors, and after making a 
 decimal of the right hand figure, the result ^^ ill be the Daily 
 Rate in seconds and tenths, and will be marked as a gaining or 
 losing rate as follows : 
 
 Errors both fast. — If the chronometer is increasing its gain, it 
 is evidently still ''gaining" ; but if is decreasing its gain, it must 
 be "losing." 
 
 9 
 
66 
 
 Chronometer. 
 
 Errors both slow. — In the samft way, if tho chronometer is 
 increasing its loss, it mnst be "losing," but if it is decreasing its 
 kiss, it is " gaining." 
 
 Errors one fast and the other slow. — In this case, the rate must 
 evidently be of the same name as the second error. 
 
 W>. To find the Accuimilated Bate. — find the number of 
 dnys that have elapsed between the date of the second error and 
 that uf the corrected chronometer time. This may be done by 
 taking out the "day of the year" corresponding to the date of 
 the corrected chronometer time, and also to that of the second 
 error, a? given in page XX of their respective months in the 
 Nautical Almanac ; if they are both of the same year, then their 
 difference will be the number of days required ; but if the dales 
 are in following years, take the "day of the year" corresponding 
 to the rltite of the second error from 365, (unless the Nautical 
 Almanac in use is for a leap year when 366 days must be applied 
 if the date of the second error is after Feb. 28th, as is almost sure 
 to be the case,) and add the remainder to the "day of the year" 
 of the corrected chronometer time. Now change the hours of the 
 corrected chronometer time into decimals, by taking them to the 
 nearest hour, and after placing two cyphers to the right, divide 
 first by 4 and then by 6, and if, as in the case of the first and 
 second hour, tlie result only gives one figure, made it into two 
 by prefixing a cypher. Place the decimals thus found after the 
 number of days run by the chronometer. Multiply the number so 
 formed by the daily rate, and point off' from t!ic right of tlie 
 product as many figures as there are decimal figures in the num- 
 bers multiplicul, the figures remaining will be the Accumulated 
 Rate in seconds, which if more than 60 must be brought into 
 minutes. 
 
 YO, The Accumulated Rate must be applied to the corrected 
 chronometer time, additive if the daily rate is losing, but sub- 
 tractive if it is gaining; the result will be the Mean Time at 
 Greenwich. 
 
 Ex. 1.— 1876, May 18 at 2^ 18"' P. M. at ship, Longitude by 
 account 88o ^:1' W. Time by a chronometer 9*' 10'» 3i>, which was 
 fast 47'" ir>s for mcsin noon at Greenwich on Feb. 4, and on Fi.'b. 
 27 was fast 49'" 5« for mean noon at Greenwicli. Required the 
 Mean Time at Greenwich by chronometer. 
 
Chronometer, 
 
 d h in H 
 
 (1 h m 8 
 
 Ship (late 
 Long, ill time 
 
 May 18 2 18 Time by oliion. May 18 9 10 35 
 
 o ii 
 
 55 8 Error on Fob. 27 — 49 5 
 
 Approximate G. Date 18 8 13 8 GoiTecteddiron.time 18 8 21 30 
 
 Accumulated Rale — G 30 
 
 Hours since noon 4 J 800 G. M. T. by chron. 18 8 15 
 
 GJ 2-00 
 
 Decimals of a dav 
 
 33 
 
 Krror Feb. ilh fast 47"' 15*< 
 Error Feb. 27tli fast 49 5 
 
 23 
 
 Daily Rate ) 
 4-8 {gaining j 
 
 1 50 
 
 GO 
 
 23 J 110-0 t 
 92 
 
 180 
 161 
 
 19 
 
 i-i 
 
 May 18th day of year 138 
 Feb. 27 '' " 
 
 Interval 
 Daily rate 
 
 •J/ 
 
 81-33 
 
 4-8 
 
 650G4 
 32532 
 
 6,0 J 39,0-384 
 
 Accumulated Rate 
 
 G 30 
 
 Ex. 2.— 187G, Sept. 24 at 8h 47'" A. M. atship, Long, by acconni 
 13"48'E. Time by a chronometer 7'' 41'" 47Mvhich was slow I8>» 17" 
 tor meannoon atGnuMiwich on .Ian. 24, and on Feb. 19 was slow 
 17"' l2M"or mean noon at Greenwich. Required the Mean Time 
 at Greenwich by chronometer. 
 
 (1 li in N d h HI H 
 
 Shii> dale Sept. 23 20 47 Time by chron., Sept. 23 19 41 47 
 Long, in time — 55 12 Error on Fob. 19 + 17 12 
 
 Approximate G. Date 23 19 51 48 Corrected chron. lime 23 19 58 59 
 
 Accunn dated Rate — 9 5 
 
 G. M. T. by chron. 23 19 49 54 
 

 I**' 
 
 :,>■: 
 
 ¥ 
 
 ► 
 
 
 1 
 
 II 
 
 1 
 
 'I 
 
 It 
 II 
 
 68 
 
 Error Jail. 24 slow 18 17 
 Error Feb. 19 slow 17 12 
 
 26 
 
 1 5 
 
 ()0 
 
 Chronomeler. 
 
 i J 20-00 Sept. 23. day of year 266 
 
 49 
 
 6 J 5-00 
 
 Daily rale ) 
 2'*-5 gaining | 
 
 -83 
 
 26 J 65-0 I 2-r) — 
 52 
 
 130 
 130 
 
 Feb. 19, " 
 
 Interval 
 Daily Rate 
 
 217-83 
 
 2r) 
 
 108915 
 43566 
 
 6,0 J 54,4-575 
 Acrnmulated Rate 9 5 
 
 Ex. 3. — 1876, Feb. 20 at 9h 4"' A. M. at ship. Long, by acconnt 
 43'» 32' W. Time by a rhronometer Oh jm 22" which was fast 
 14'' for mean noon at Greenwich on Jan. 31, and on Feb. 18 was 
 slow O"" 9" for mean noon at Greenwich. Reqnired the Mean 
 Time at Greenwich by chronometer. 
 
 d h m B d li in R 
 
 Ship date Feb. 19 21 4 Time by chron. Feb. 20 I 22 
 
 Long, in time + 2 54 8 Error on Feb. 18 + 9 
 
 Approx. G. Time 19 23 58 8 Corrected Ghr. Time 20 1 31 
 
 Accnmnlated Rate + 3 
 
 G. M. T. bv Chron. 
 
 20 I 34 
 
 m ■ 
 Error Jan. 31 fasl 14 
 
 Error Feb. 18 ,s/ojr 9 
 
 18 
 
 Daily Rate | 
 h-3 losing j 
 
 18 J 23-0 y\-i 
 18 
 
 50 
 36 
 
 Interval from ^ 
 
 Feb. 18 to Feb. 20 = 2 
 
 Daily Rate I -3 
 
 Acoimnlated Hate 2'6 
 
 Ex. 4.-— 1876, Ang. 12 at 3h IQm p.m. at ship. Long, by arcount 
 124" 20' v.. Time by a chronometer 6»> 37"' 28" which was slow 
 •2m 4(5» for mean noon at Greenwich on .Inne 1, and on Jnne 12 
 was slow 4>» 40* for mean noon at Greenwich. Recpiired the Mean 
 Time at (ireenwich by Chronometer. 
 
Chronometer. 
 
 69 
 
 Ex. 5.— 1876, April 18 at 8^ 24n> A. M. at ship, Long, by account 
 47" 48' E. Time by a Chronometer 5h 36n> 9" which was fast 
 12m 22« for mean noon at Greenwich on Jan. 5, and on Jan. 19 was 
 fast ISm 49s foi- niean noon at Greenwich. Required the Mean 
 Time at Greenwich by Chronometer. 
 
 Ex. 6.— 1876, June 26 at 2h44mp. M. at ship., Long, by account 
 30" W. Time by a Chronometer 4'» 47'" 50» which was slow 6™ \1» 
 for mean noon at Greenwich on May 12, and on May 20 was slow 
 4ra 29s for mean noon at Greenwich. Required the Mean Time at 
 Greenwich by Chronometer 
 
 Ex. 7.— 1876, Nov. 16 at 2h 47'" P.M. at ship, Long, by account 
 47" 45' E. Time by a Chronometer 0»' 4"> 54* which was slow 
 O'w 48« for mean noon at Greenwich on March 10, and on Sept. 23 
 was fast 22'" 3h for mean noon at Greenwich. Required the 
 Mean Time at Greenwich by Chron(>'iiet('r. 
 
 Ex. 8.— 1876, Oct. 28 at 7^ 28"« A.M. at ship. Long, by account 
 99" 10' W. Time by a Chronometer 2h 2"! 40" which was fast 
 \Sm 22" for mean noon at Greenwich on June 2, and on July 15 
 was fast 12'"25«for me.tn noon at Greenwich. Required the Mean 
 Time at Greenwich by Chronometer. 
 
 Ex. 9.— 1876, Dec. 2 at 2»» 47'" P. M. at ship. Long, by account 
 18u27'E. Time by a chronometer 10^ 36'" 128 which was slow 
 2h 58m 40s for mean noon at Greenwich on July 14, and on Sept. 1 
 was slow 2h 58'" 6" for mean noon at Greenwich. Required the 
 Mean Time at Greenwich by chronometer. 
 
 TO CORKECT THE ELEMENTS. 
 
 71. From the obscr' d altitude find the True Altitude (50); 
 get also the True Declination (49) taking the declination from 
 page II ol iIh Almanac and the diff. for 1 hour from page I as 
 befoi'e. 
 
 72. Subl) t the True Declination from 90" when the latitude 
 and declinatit are of the same name, but add it to 90" when 
 they are of contrary names, and the 8U»-n or remainder will be 
 the sun's Polar Distance. 
 
 73. From page I' of the Nautical Almanac, take out the 
 
 * Theoretically, th« Equation of Time should be talien from pi^pq II, bnt ati 
 errors are very Ilkt»ly to occur in consequence of havinji^ to refer to page I to see 
 how it is to l«! applied, It is better — wore especially as It makes no practioal 
 diffsrencc — to take tlie Kquatlon also from page I. 
 
11 •'i;'* 
 
 ro 
 
 Chronometer. 
 
 Equation of Time opposite the Greenwich date, marking it + or - 
 as directed at the head of the column from which it is taken. 
 Multiply its " dilf. for 1 hour" by the Greenwich Time decimally 
 expressed (this is the same aa the hourly difference of the decli- 
 naiion is multiplied by), cut off from the right as many ligures as 
 there are decimals in the two numbers multiplied, and the result 
 will be the correction in seconds. 
 
 Place this correction (to two places of decimals) under the 
 Equation of Time, and add them together if the equation is 
 increasing, but subtract them if it is decreasing ; in this latter 
 case, if the equation is less than the correction, the True Equa- 
 tion of Time, thus found, will have a contrary sign to that taken 
 out. 
 
 ii 
 
 iiill 
 
 TO FINI) THE APPAItENT TIME AT SHIP. 
 
 74. Underneath the True Altitude set down tli' Polar Dis- 
 tance and Latitude ; now add them together, get half the sum, 
 and then the difference between the Half Sum and the True Alt., 
 and let the result be called the Remainder. 
 
 75. Take oui, the following logs, to seconds ('20 to 22) 
 
 Of the Polar Distance, the Co-8ecant. When the Polar dint. 
 •' Latitude, " 8ecant. exceedi 90°, take 
 
 " Half sum, " Cosine. out the Secant (if 
 
 " llcraaindor, « Sine. the T. Dec. 
 
 7«. Norie. — Take the sum of these four logs, and in Table 
 XXXI find the Apparent Time corresponding to it, as under, 
 viz : 
 
 Ifil is P. M. at Ship. — Take out the lime corresponding to the 
 log. from the top of the page, (start by taking the nc.'xt less log. to 
 the given one) prellx the date at Ship, and it will now be the Ap- 
 parent Time at Ship. 
 
 If it is A. M. at Ship. — Take out the time corresi)onding to tht.* 
 log. from the bottom of tlie page, (choosing the next greatest log. 
 to the given one) and it will be the A])parenlTime at Ship, reckon- 
 ing from the diiy before the s'lip's date. In the earlier additions 
 of Norie^ the tinu,- is ahvays taken iron the top, therefore wlujn it 
 is A. M. at ship, llie time found will have to bo subtracted from 
 24", and tlio remainder will be the ai)parert tini<; atshi]), reckon- 
 ing from the day before tlie ship's dat(\ 
 
 77. Bowillk'li.— Take the uum of these four logs, and divide 
 it by 2, now look for this log. in the sine column of Table XXV: I, 
 
Chronometer. 
 
 71 
 
 (Choosing the next less to the given log. if it is P. M. at ship bnt the 
 next greater if it is A. M. at ship, so that the odd seconds may 
 always be additive, then :— 
 
 [fit is P. M. at S:dp. — Take out the time corresponding in the 
 P. M. colnmn, to which prefix the ship's dat(\ and you will have 
 the Apparent Time at Ship. 
 
 If it is A. M. at Ship. — Take out the corresponding time in the 
 A. M. colnmn, add 12^ to it, and you will have the Apparent Time 
 at Ship, reckoning from the day laefore the ship's date. 
 
 78. Rniier. — The sum of these four logs, will be the log. Sine 
 Square (Table 69) of the Hour Angle, then :— 
 
 If it is P. M. at Ship. — The Hour Angle is the Apparent Time 
 at Ship, reckoning from the day of the ship's date. 
 
 ■If it is A. M. at Ship.— Tuln^ tiie Hour Angle from 24^, and the 
 remainder will be the Apparent Time at Ship, reckoning from the 
 (lay before the ship's date. 
 
 TO FIND THE MEAX TIME AT SHIP. 
 
 79. To the Apparent time at Ship apply the Kqiiation of Time, 
 additive or subtractiv(? according to its sign, and the result will 
 be the Mean Time at Ship. 
 
 TO FIND THR LONGITUDE. 
 
 80. Undcn- the Mean Time at Ship phce the Mean Time at 
 (irecMiwich, subtract the less from the greater (mind and look at 
 yoiu' days), and the rtmiainder is the " Longitude in Time," turn 
 I his intoarcbymultiitlying it by 00 and dividing by 4, or by Table 
 XIX Norie, Table XXI liomlUch, or Table 18 liaper, and this will 
 bo the longitude, which can be named E. ur W. by the following 
 well known couplet : 
 
 " Greenwich time bo8t, Longitude West," 
 " Greenwich time least, LonKitudo East." 
 
 Ex. I.— 1870, July 10th at :i" Om P. M. Mean Time at ship, in 
 latitude 27" li' N., longitude by account 18" 18' W. The observed 
 altitude of tiie Snn's Lower Limb was 'jH" ;i'i' 10". Height of eye 
 18 feet. Time by a Chronometer \^ 19"> 40" which was fast 8"' \\\^ 
 for mean noon at Greenwich on April 10th, and on May 5th was 
 fast for mean noon at Green\vi(;h (<•" I8«. Required the 'ongitnde 
 by Chronometer. 
 
 f 
 
i PI 
 
 i.iij 
 
 72 
 
 Chronometer. 
 
 d h m H 
 
 d h m » 
 
 Ship Time July 16 3 6 Time by Ghroii. July 16 4 19 46 
 Long, in Time +113 12 Error on May 5 - 6 18 
 
 Approx. G. Date 16 4 19 12 Corrected Chron. time 16 4 13 28 
 
 Accumulated rate + 5 32 
 
 Hours since noon 4 J 4-00 G. M. T. by Chron. 16 4 19 
 
 6J1-00 
 Decimals of a day -17 
 
 Error, April 10, fast 8«> 13» 
 May 5, fast 6 18 
 
 July 16th, day of year 197 
 May 5th " " 125 
 
 25 1 55 
 
 — 60 
 
 Daily rate ) 
 4« 6 iosiiig j 
 
 25 J 115-0 l.4«. 6 
 100 
 
 150 
 150 
 
 Interval 
 Daily rate 
 
 rate 
 
 60 j 
 
 72.17 
 4.6 
 
 
 43302 
 28868 
 
 Accumulated 
 
 331.982 
 5 32 
 
 m B 
 
 Declin. 2M7' 17* Hourly diff. Equ. ofT. + 5 47-51 Hourly dilV 
 Cor. - 1 48 25-08 Correction + -98 -227 
 
 T.decl. 21 15 29 
 90 
 
 4 3 
 
 7524 
 10032 
 
 4-3 
 
 TrueE.T. 5 48 49 
 
 681 
 908 
 
 P. dist. 68 44 31 
 
 107-844 
 
 Correction -9761 
 
 Correction 1 48 
 
grt^*!^ 
 
 Chronometer, 
 Norie. 
 
 73 
 
 Obs. Alt. 48" 34' 1 0^ True altitude 48" 45' 8" 
 
 I^iP- - 4 4 Polar distance 68 44 31 Cosecant 0-()30605 
 
 Latitude 27 14 Secant 0-051025 
 
 48 30 6 
 
 Ref.-Par. - 44 Sum 
 
 Half sum 
 
 48 29 22 Remainder 
 Semi-diam. + 15 46 
 
 A. T. S. 
 
 True Alt. 48 45 8 Equ. Time 
 
 M. T. S. 
 G. M. T. 
 
 Longitude 
 
 144 43 39 
 72 21 50 Cosine 9481400 
 
 23 36 42 Sine 
 
 16d3h0m0« 
 
 + 5 48 
 
 16 3 5 48 
 16 419 
 
 1 13 12 
 
 9-60264 1 
 9- 165671 
 
 Bowflitch. 
 
 Obs. Alt. 48" 34' 1 0" True altitude 48" 45' 0" 
 
 Dip. - 4 11 Polar distance 68 44 31 Cosecant 0-03060 
 
 Latitude 27 14 Secant 0-05102 
 
 P.0'51" 48 29 59 
 
 R.- 6 - 45 Sum 
 
 ■ Half sum 
 
 48 29 14 Remainder 
 Semi-diam. + 15 46 
 
 TiMie Alt. 48 45 
 
 144 43 31 
 72 21 46 Cosine 9-48142 
 23 36 46 Sine 9-60266 
 
 • 
 
 2 J 19-16570 
 
 A. T. S. 
 Equ. Time 
 
 16^31' On'O*- Sine 9-58285 
 + 5 4« 
 
 
 
 M. T. S. 
 
 in 3 5 48 
 
 G. M. T. 
 
 16 4 19 
 
 Longitude 
 
 1 13 12 - IS-IS'O" W. 
 
 
 10 
 
■n 
 
 74 
 
 Chronometer. 
 Raper. 
 
 Obs. Alt. 48" 34' 10" True altitude 48o 45' 0" 
 
 Dip. - 4 10 Polar distance 68 44 31 Cosecant 0-030604 
 
 Latitude 
 
 27 14 Secant 0-051025 
 
 P. 0'51" 48 30 
 
 R. - 5 - 46 Sum 
 
 144 43 ^! 
 
 Half sum 72 21 46 Cosine 9-481427 
 
 48 29 14 Remainder 23 36 46 Sint' 9-602660 
 
 Semi-diam. + 15 46 
 
 A. T. S. 16d 3h Qm os Sine .sq. 9-165716 
 
 True Alt. 48 45 Equ. Time + 5 48 
 
 M. T. S. 16 3 5 48 
 
 G. M. T. 16 419 
 
 LoNfil-'IJDE 
 
 1 13 12 = 18" 18'0" W. 
 
 I 
 
 Ex. 2.— 1876, December 25th, at 9^ 37m A.M., mean time at 
 ship, in latitude 490 57 n. Longit ia<^ by account 7" 28 W. The 
 observed altitude of the Sun's Lower Limb was 9" 55' 30" Height 
 of eye 15 feet. Time by a chronometer 10^ 17"! 47» which was 
 slow 4"' 32* for mean noon at Greenwich on February 12th, and 
 on June 8th was fast for mean noon at Greenwich |m 7». Required 
 the Longitude by chronometer. 
 
 dhms dhms 
 
 Ship Time Dec. 24 21 37 Time by chron. 24 22 17 47 
 
 Long, in Time + 29 52 Error on June 8th - 17 
 
 Approx. G. Date 24 22 6 52 Corrected Chr. Time 24 22 16 40 
 
 — Accumulated rate - 9 40 
 
 Hours since noon 4 j 22-00 
 
 G. M. T. by Chron. 24 22 7 
 
Chronomeltr, 
 
 m s 
 
 iTr!'' ^?^- ^«fl' f"""^ ? ^l ^^'*^- 25' day of the year 358 
 
 Error, June 8th fast 7 .Thhp « u •'u 4 en 
 
 117 
 
 Daily rate ) 
 
 2-9^ 
 
 ffaini 
 
 »g j 
 
 5 29 
 60 
 
 117 j 3390 12-8 
 234 
 
 1050 
 936 
 
 June 8 
 
 Interval 
 Daily rate 
 
 — Accumulated rate 
 
 114 
 
 159 
 
 109-92 
 2-9 
 
 179928 
 39984 
 
 579-768 
 
 9 40 
 
 Declin. 23o25'ia" Hourly difi; Equ ofT. + (;-G8 Hourlj 
 
 Cor 
 
 20 
 
 Tr. dec!. 23 23 56 
 90 
 
 3"-60 Correction + 27-54 
 22-1 
 
 P. dist. 113 23 56 720 
 
 360 
 20 
 
 — True E. T. 
 
 34-22 
 
 :9-560 
 
 dill'. 
 l«-246 
 22-1 
 
 1246 
 2492 
 2492 
 
 Correction 27-536() 
 
 Correction 1 -20 
 
 Korie. 
 
 ;< li 
 
 % 
 
 Obs.Alt.O 9" 55 30" True altitude 10" 2' 56' 
 
 ^iP- - =^ '*"^ I'olar distance 113 23 56 Cosecant 0037270 
 
 ,, .. - 1-iititLide 49 57 Secant 0-191 481 
 
 9 o\ 48 
 
 Ref.— Par. - 5 10 Sum 
 
 Half sum 
 
 ^ 46 38 Remainder 
 Semi-diam. + 16 18 
 
 173 23 52 
 
 86 41 56 Cosine 8-760297 
 7(i 39 00 Sine 9-988103 
 
 True alt. 10 2 56 f\- '^' ^' 
 Equ. time 
 
 M. T. S. 
 G. M. T. 
 
 LoNGCrUDli 
 
 d h m H 
 
 24 21 36 29 
 
 
 
 8-977151 
 
 + 34 
 
 
 24 21 37 3 
 
 
 24 22 7 
 
 7" 
 
 29 1 
 
 
 29 57 = 
 
 15* W. 
 
 
 
 
76 
 
 Chronometer. 
 Bow<litch. 
 
 Obs. alt. 0" 55' 30" True altitude lOo 2'48" 
 
 Dip. - 3 49 Polar distance 113 23 56 Cosecant 0-03727 
 
 R. 5 20 
 P. - 9 
 
 Latitude 
 
 9 51 41 
 
 - 5 II Sum 
 
 Half-sum 
 
 9 46 30 Remainder 
 Semi-diam. + 16 !8 
 
 True alt. 10 2 48 
 
 A. T. S. 
 
 Equ. time 
 
 M. T. S. 
 G. M. T. 
 
 LoNGITUnE 
 
 49 57 Secant 0- 19 148 
 
 173 23 44 
 
 86 41 52 Cosine 8-76046 
 76 39 4 Sine 9-98810 
 
 J h m s Sine 
 
 24 21 36 27 
 
 + 34 
 
 2 J 18-97731 
 9-48866 
 
 24 21 37 I 
 24 22 7 
 
 29 59 = 7" -29' 45 " W. 
 
 Raper. 
 
 Obs. alt. 9'>55' 30' True altitude 10« 2'42" 
 D'p. - 3 50 Polar distance 113 23 56 Cosecant 0-037270 
 
 Latitude 49 57 Secant 0-191481 
 
 R. 5' 25" 
 P. - 9 
 
 9 
 
 51 40 
 5 16 
 
 Senii-diam. 
 
 9 
 
 + 
 
 46 24 
 16 18 
 
 True alt. 
 
 10 
 
 2 42 
 
 Hour ansrle 
 
 A. T. S. 
 Equ. time 
 
 M. T. S. 
 G. M. T. 
 
 LONCiITUDE 
 
 173 23 38 
 
 86 41 49 Cosine 8-760552 
 
 76 39 7 Sine 9-988106 
 / 
 
 2 23 34 
 24 
 
 Sine 
 
 (I h m s 
 
 •24 21 36 26 
 + 34 
 
 
 24 21 37 
 24 22 7 
 
 
 30 
 
 = 7<> 
 
 
 
 sq. 8-977409 
 
 30' 0' W. 
 
Chronometer. 
 
 77 
 
 Ex. 3.— January 26th at 3^ 20m P. M. Mean time at ship, in 
 latifude 25" 50' S., longitude by account 70o 25 W. The observed 
 altitude of the Sun's Lower Limb was 46" 8' 0'. Height of eye 18 
 feet Time Ivv a Chronometer 8b 3'" \¥ which was fast 2m 47« for 
 mean noon at Greenwich on January 2nd, and on January 12th 
 was fast for mean noon at Greenwich 2™ IQ\ Required the lon- 
 gitude by Chronometer. 
 
 Ex. 4.— 1876, March 10th, at 8^ 38m a. M. Mean time at ship, 
 in latitude 23" 0' N., longitude by account 13" 27' E. The observed 
 altitude of the Sun's Lower Limb was 33" 41' 20". Height of eye 
 7 feet. Time by a Chronometer 8^ Om 0** which was fast 15*^ 8^ for 
 mean noon at Greenwich on January 13th and on January 22nd 
 was fast for mean noon at Greenwich 15m |5s. Required the 
 longitude by Chronometer. 
 
 Ex. 5.— 1876. February 12th, at 6^ 57m A. M. Mean time at 
 ship, in latitude 56" 17' S., longitude by account 9° 40' W., the 
 observed altitude of the Sun's Lower Limb was 17° 17' 0". Height 
 eye 18 feet. Time by a Chronometer 9^ 19m 378 vvhich was fast 
 |h 4()m I6s for mean noon at Greenwich on January 2nd, and on 
 January 18th was fast for mean noon at Greenwich 1^ 47m 38. 
 Required the longitude by Chronometer. 
 
 Ex. 6.— 1876, May 25th at 8h 57m a. M. Mean time at ship, in 
 latitude 45° 15' 26" S., longitude by account 45° 48' W. The ob- 
 served altitude of the Sun's Lower Limb was 11° 58' 30". Height 
 of the eye 20 feet. Time by a Chronometer llh 45m 12s which 
 was slow 18'" 38s for mean noon at Greenwich on April 4th, and 
 on April 19th was slow for mean noon at Greenwich 17m 30s. Ry 
 quired the longitude by Chronometer. 
 
 Ex. 7.— 1876, Jime 13th at 7^ 29m A. M. Mean time at ship in 
 latitude 47° 12' N., longitude by account 106° 50' E. The observed 
 altitude of the Sun's Upper Limb was 32° 9' 0". Height of the eye 
 18 feet. Time by a Chronometer 9^ 18'" 7« which was slow 
 3,, 8m 7« for mean noon at Greenwich on May lUth and on June 
 Ist wan slow for mean noon at Greenwich 3^ 5m 7s, Required the 
 longitude by Chronometer. 
 
 Ex. 8—1876, October 18th at i^ 57m p. m. Mean time at ship, 
 in latitude 44" 12' 30" S., longitude by account 128" 4' B. The 
 observed altitude of the Sun's Lower Limb was 15" 14' 30" Height 
 of the eye 19 feet. Time by a Chronometer 8h 40™ 10» which was 
 

 t¥ 
 
 ''I 
 
 II ..'^ 
 
 78 
 
 Chrcnometer. 
 
 fast 13™ 25* for mean noon at Greenwich on September 26tli, and 
 on October 17th was fast for mean noon at Greenwich lo™ |2s 
 Reqnired the longitude by Chronometer 
 
 Ex. 9.— 1876, January 25th at 3^ i7m P. M. Mean time at shii), 
 in latitude 18" 40' S., longitude by account 1 14" 2' E. The observed 
 altitude of the Sun's Lower Limb was 39" 10 40". Height of the 
 eye 18 feet. Time by a Chronometer 7h 30'" 37** which was slow 
 47m 278 for mean noon at Greenwich on October 18th 1875 and on 
 November 22nd 1875 was slow for mean noon at Greenwich 
 44ra 50s. Required the longitude by Chronometer. 
 
 Ex. 10. — 1876, April 10th, at 6^ 48!" A. M. Mean time at ship, 
 in latitude 43" 12' 25" N., longitude by account 39° 2", E. The 
 observed altitude of the Sun's Lower Limb was 16o 21' 30". Height 
 of the eye 19 feet. Time by a Chronometer 5i» 25«>» 28» which was 
 fast 57'" 57» for mean noon at Greenwich on January 3rd and on 
 March 4tli was fast f f r mean noon at Greenwich l^* 9"' 14". Re- 
 quired the Longitud by Chronometer. 
 
 Ex. 1 1.— 1876, February 29th at 7^ 48m A. M. Mean time at 
 ship, in latitude 15o 15' 15" N., longitude by account 122" 50' W. 
 The observed altitude of the Sun's Lower Limb was 20" 23' 45" 
 Height of the eye 11 feet. Time by a Chronometer 4^ gm 28*" which 
 was slow Om 368 fo^ mean noon at Greenwich on January 1st 
 and on January 25th was fast for mean noon at Greenwich 3in 29'*, 
 Required the Longitude by Chronometer. 
 
 Ex. 12.— 1876, May 1st at 6'» 50"' A. M. Mean lime at ship, in 
 latitude 51" 31' 16"" N., longitude by account 12" 22" E. The 
 observed altitude of the Sun's Upper Limb was 20" 23' 30". Height 
 of the eye 12 feet. Time by a Chronometer 3** 57'" 17" which was 
 slow 2'' 18"' 2¥ for mean noon at Greenwich on September 30th 
 and on November 13th was slow for mean noon at Greenwich 
 2** 15"! 10s. Required the Longitude by Chronometer. 
 
 Ex. 13.— 1876, March 25th, at 4»' 10™ P. M. Mean time at ship, 
 in latitude 38" 12' N,, longitude by account 15" 54' W. The 
 observed altitude of the Sun's Lower Limb was 23" 38' 0". Height 
 of the eye 18 feet. Time by a Chronometer 5^ 8'" 50« which was 
 fast Im 46» for mean at Greenwich on January 3 1st and on Marcli 
 lat was slow for mean noon at Greenwich 21" 5». Required the 
 Longitude by Chronometer. 
 
 Ex. 14.-1876, May 20th, at 2^ Um p. m. Mean time at ship, in 
 latitude 22" 54' 45" N., longitude by account 104" 14' E. The 
 
%i 
 
 Ckronometer. 
 
 79 
 
 observed altitude of the Sun's Upper Limb was 58o 1 1' 20". Height 
 of the eye 12 feet. Time by a Chronometer 7^ 25'" 28" which was 
 fast lOm IDs for mean noon at Greenwich on March 1st and on 
 April 6lh was fast for mean noon at Greenwich I3ni23«. Required 
 the Longitude by Chronometer. 
 
 Ex. 15.-1876, October 28th at 9^ 17m a. M. Mean time at 
 ship, in latitude 18" 18'35"S., longitude by account 68" 58' W. 
 observed altitude of the Sun's Lower Limb was 54" 12' 0". Height 
 of the eye 8 feel. Time by a Chronometer 1** 48'" 30^ which was 
 fast On> 32s for mean noon at Greenwich on May I3th and on 
 June 2nd was fast for mean noon at Greenwich Qm 0*. Required 
 the Longitude by Chronometer. 
 
 Ex. 16.- S76, June 27th at IQh 59m A. M. Mean time at ship, 
 in latitude 28" 16' 40" N., longitude by account 15" 32' W. The 
 observed altitude of the Sun's Lower Limb was 74o 37' 20". Height 
 of the eye 17 feet. Time by a Chronometer 0^ 3ra 54' which was 
 fast 17ra 329 for mean noon at Greenwich on February 2nd and on 
 March 3rd was fast for mean noon at Greenwich 14™ 44". Required 
 the Longitude by Chronometer. 
 
 Ex. 17, — 1876, August 1st at 7** 54"' A. M. Mean time at ship, 
 in latitude 14" 34' 9" S., longitude by account 167" 0' E. Tiie 
 observed altitude of the Sun's Lower Limb was 20" 20' 0". Height 
 of the eye 12 feet. Time by a Chronometer 8^ 45'" 37** which was 
 slow Om 0" for mean noon at Greenwich on May 19th and on 
 June 19th was slow for mean noon at Greenwich h> 27^ Required 
 the Longitude by Chronometer. 
 
 Ex. 18.— 1876, July 28th at 4^ 0"* P. M. Mean time at ship, in 
 latitude 29" 40' 40" N., longitude by account 73" 40* E. The observed 
 altitude of the Sun's Lower Limb was 35" 51' 10". Height of the 
 eye 12 feet. Time by a Chronometer 0^ O"* 0^ which was fast 
 52m 0* for mean noon at Greenwich on February 28th and on 
 April 1st was fast for mean noon at Greenwich 52n> 20". Required 
 the Longitude by Chronometer. 
 
 Ex. 19.— 1876, September 24th at 4^ 52m p. m. Mean time at 
 ship, in latitude 37" 21' N., longitude by account 173" 44' E. The 
 observed altitude of the Sun's Lower Limb was 11" 21' 15". Height 
 of the eye 7 feet. Time by a Chronometer 5*> 20"' 30« which whs 
 slow Om 35» for mean noon at Greenwich on November 22nd and 
 on January 5th was correct for mean noon ai Greenwich. Re- 
 quired the Longitude by Chronometer. 
 
 i:.,.iJ 
 

 L 
 
 80 
 
 Chronometer, 
 
 f 
 
 V I 
 
 Ex. 20.— 1876, January 18th at 8^ Qm A. M. Mean time at ship, 
 in latitude 15'> 54' 40" N., longitude by account 0" 36' W. The 
 obser -ed altitude of the Sun's Lower Limb was 18o 38' 30". Height 
 of the ^i e 19 feet. Time by a Chronometer 8*> Im 58« which was 
 fast O"! 29" for mean noon at Greenwich on August 16th and on 
 October 9th was slow for mean noon at Greenwich O"" 20s. Re- 
 quired the Longitude by Chronometer. 
 
 Ex. 21.— 1876, July 15th at l^ 17m p. m. Mean time at ship, 
 in latitude 20" 46' 18" N., longitude by account 37" 18' 0" E The 
 observed altitude of the Sun's Lower Limb was 73'> I0'40". Heigh! 
 of the eye 19 feet. Time by a Chronometer 1** 17"' 0" which was 
 fast 1^ 48n' 56« for mean noon at Greenwich on January 28th and 
 on March 5th was fast for mean noon at Greenwich 1*^ 57™ 45.M. 
 Required the Longitude by Chronometer. 
 
 Ex. 22.— 1876, December 16th at 9>' !"» A. M. Mean time al 
 ship, in latitude 31" 47" 16'" S., longitude by account 180" W. The 
 observed altitude of the Sun's Lower Limb was 50" 19" 0". Height 
 jf the eye 1 1 feet. Time by a Chronometer 9'» l™ O"* which was 
 slow 31"" 13s for mean noon at Greenwich on February 3rd and 
 on May 6th was slow for mean noon at Greenwich 22'" 4'* Re- 
 quired the Longitude by Chronometer. 
 
 Ex. 23.— 1876, September 22nd at 5^ O™ P. M. Mean time al 
 ship^ in latitude 0" 0', longitude by account 0" 0'. The observed 
 altitude of the Sun's Lower Limb wis 13" 21' 40". Height of the 
 eye 18 feet. Tinu^ by a Chronometer 4'» 59n> 48'* which was slow 
 Urn 17s for mean noon al Greenwich on May 5th and on July 3rd 
 was fast for moan noon at Greenwich 0'" 24^ Required the Lon- 
 gitude by Chronometer. 
 
 Ex. 24.— 1876, November 10th at 3i» 't?'" P. M. Mean time at 
 ship, in latitudi^ 42" 27' 30" N., longitude by account 177" 47' W. 
 The obsiu'ved altitude of the Sun's Lower Limb was 7" 52' 50" 
 Height of the eye 13 feet. Time by a Chronometer 4'' 49'» 53"* 
 whi(;h was fast P' 1 4'"' 36« for mean noon at Greenwich on Octo 
 ber 15t.hand on Novtnnher 9th vvas fast for nu'an noon at Green 
 wich P* 10'" 1 h. Required the Longitude by Chronometer. 
 
 Ex. 25.-1876, March 20lh at 3'* 51"' P. M. Mean tinu> at ship, 
 in latitude 53" 35' 8., longitude by account 145" E. The obsiu-vod 
 altitude of the Sun's Lower Limb was H)" 20' 50". Height of the 
 eye 19 feet. Time by a (ihronometer 6'' 24'" 43'* which was *dow 
 5"' 50" for mean noon ii Greenwich on November 30th and on 
 January Ist was fast for mean noon al Greenwicli O"' 2^ Requires 
 the Longitude by Chronometer. 
 
Ex- Me rid ion. 
 
 81 
 
 EX-MERIDIAN. 
 
 TO FIND THE APPARENT TIME AT SHIP. 
 
 81. Express the ship time astronomically, and apply to it the 
 error of the watch, additive if it should be slow, but subtractive 
 if the contrary ; now tiike the difference of longitude made since 
 the error was dett'rmined, turn it into time, and add it if it should 
 be East, but subtract it if West, you will notice that this is con- 
 trary to the usual rule), the result will be the Apparent Time at 
 Ship. Now observe this, if your observation is taken in the morn- 
 ing, the hours of the apparent time at ship must be 23*^, while if 
 it is an afternoon sight, // must be Qh. 
 
 TO FIND THE HOUlt ANGLE. 
 
 82. If it is P.M. at Mliip, the apparent time at ship is the 
 Hour Angle. 
 
 S'A, If it is A. M. atHliip, subtract the apparent time at ship 
 from 24'', and the remainder is the Hour Angle. 
 
 TO FiNl> THE <JREENWI€H l>ATE. 
 
 84. With the Apparent Time at Ship and tht.' Ship's Longi- 
 tude, get the Greenwich A|>pareul Time according to the usual 
 rule (50). 
 
 85, Get out the True Declination li'.M using the diH'Iinalioii 
 found in page I of the Nautical Almanac. From tlie obsei v( <1 
 find the True Altitude (i)U). • 
 
 TO FIND THE AUGMENTATIONS. 
 
 80. These augmentations are found in Towson's Kx-Meridian 
 
 Table . Table I is entered with the True Declination and the 
 
 Hour Angle : at the top of the page, find the nearest to your True 
 
 Declination, and underneath, opi)OPite the Hour Angle, or the 
 
 nearesi giv(Mi, will bt; found Ihr 1st correction, which is always 
 
 to be added to the true declination, th;^ sum IxMng called the 
 
 Augment(>d neclination ; take out also the Index Nnmber t'onnd 
 
 in the margin of the Table opposite the Correction. Table II .s 
 
 U 
 
 :' 1 
 
82 
 
 Ex-Mcridian. 
 
 tMitered with rJio True Altitudo and the Index Nnmber, found 
 above ; at the head of the Table fnul the; nearest to the True 
 Altitude, then underneath, opposite the Index Number, will be 
 found the 2nd Correction, which is always additive to the true 
 altitude; the sum is called the Augmented Altitude. 
 
 TO FIND THE LATITUDE. 
 
 87. Subtract the Augmented Altitude from 1)U", and name the 
 Zenith Distance resulting, contrary to the bearing of the sun ; 
 underneath, set down the Augmented Declination, and add the 
 two togither if they are of the same name, l)ut sul)tract them if 
 they ai'o of contrary '^'mes, and the sum or r(!mainder will lie the 
 Latitude of th." same name as the greater. 
 
 Ex. \. — 187(), September 4th l'. M. at ship, in latitude by account 
 ul" 53' N., longitude 18" 41J' W., the observed altii ule of the 
 Su.i's L. L. South of the observer was 4-i" 39' 20". Height of eye 
 20 feet. Time by watch 0'' ly"" IS" ^vliich had been found to bt) 
 slow ')'» 12** of appanMit time at Ship "The diHeronce of longitude 
 made to tin; West was Wl'-'i iifler thf errru- on Ajiparent Time at 
 Ship was determined. Required iho liatitude by thii Reduction 
 to the Meridian. 
 
 m 
 
 II 
 
 Time by wtttcU 
 Errc 
 
 ^I h '.1 8 
 
 Sept. 4 U h) 18 Decl. 
 
 + C 12 Correction 
 
 Ship's run West 
 
 A. T. S. t 
 
 Longilud in time 
 
 G. A. T. ■ 
 
 ()" 58' 20" N. 
 - I 29 
 
 4 25 oO () :.« 51 
 
 2 30 Aug.(Index59) - 2 4 
 
 4 '^ 23 Aug'i Dec I. 15 58 55 
 + I 15 10 
 
 4 I 38 IG 
 
 FTourly dilf. 55".a5 
 I.G 
 
 Corrt.Mjlion 
 
 33330 
 5555 
 
 88-880 
 
Ex-ileridian. 
 
 83 
 
 .o5 
 
 330 
 >55 
 
 •880 
 
 2<.)" 
 
 • 
 
 Obs. Alt. © 
 Dip. 
 
 Node. 
 
 44'- 39' 20" S 
 4 17 
 
 Bowditcli 
 
 44" 39 20" 
 - 4 24 
 
 • 
 
 S 
 
 R. 
 P. 
 
 N 
 N 
 
 N 
 
 58 
 - G 
 
 Etuper. 
 
 44" 39' 20" S 
 - 4 20 
 
 Ref.-Par. 
 
 4i 
 
 35 3 R. 57 
 51 P. - 7 
 
 44 
 
 34 
 
 5G 
 50 
 
 44 35 
 52 
 
 Semi-diam. 
 
 44 
 
 + 
 
 34 12 
 15 54 
 
 44 
 
 + 
 
 34 
 15 
 
 G 
 54 
 
 
 44 34 8 
 + 15 54 
 
 True Alt. 
 Aug.(Index5 
 
 44 
 
 9k 
 
 45 
 90 
 
 44 
 
 
 
 50 G 
 IG 58 
 
 44 
 
 + 
 
 50 
 10 
 
 
 
 58 
 
 44 50 2 
 
 + Ifi 58 
 
 Augd Alt. 
 
 7 4 
 
 45 
 
 90 
 
 f* 
 
 58 
 
 45 7 . 
 
 90 
 
 Zouitli dist. 
 Aug^ decl. 
 
 52 5G N 
 58 55 N 
 
 44 
 6 
 
 53 
 
 58 
 
 2 
 55 
 
 44 53 ON 
 
 G 58 55 N 
 
 Latitude 
 
 51 
 
 51 51 N 
 
 51 
 
 51 
 
 57 
 
 51 51 55 N 
 
 Ex. 2.-1870, July 3rd A. M. at slii|), iu latitndo by account 
 52" 0' N., longitude 1 0(5" 0' W., tin? observed altitude of the Sun's 
 L. L. South of the observer was GO" 30' 30". Height of eye 21 feet. 
 Time by watch 1 1»» 48"' 40'* which had been found to be fast 7n> 30^ 
 of apparent time at Ship. The dilference of longitude made to the 
 East was 38' afier the error on ajijiarent Time at Ship was deter- 
 mined. Re([uire(l the latitude by the Hedu(;tioii to the Meridian. 
 
 Time by watch. 
 Error 
 
 .Inly 2d 23'' 4Km iO^ Dei-linalinii 22" 5.V 53" 
 " — 7 30 Correction -- 2 17 
 
 liOiigitnde ru 
 
 II East 
 
 .Inly 
 time 
 
 2 
 
 + 
 
 23 
 
 41 
 2 
 
 10 
 32 
 
 Aug. 
 Aug 
 
 Corr 
 
 (Iiide.v 
 •» decl. 
 
 Honrl; 
 
 22 
 22 
 
 53 31) 
 3 8 
 
 A. T. 8. 
 
 2 
 
 2" 
 
 + 
 
 23 
 2i 
 
 43 
 
 42 
 
 56 44 
 
 
 \' ditr. 
 
 
 Hour Angle 
 
 
 
 IG 
 
 18 
 
 I2"'G() 
 I08 
 
 
 23>» 
 It 
 
 43n' 
 
 4 
 
 
 
 A. T. S. 
 Iiongitndo in 
 
 10128 
 12GG 
 
 
 3 
 
 10 
 
 M 
 
 V2 
 
 
 0. A. T. 
 
 UCtUMI 
 
 
 I3G-728 
 
 
 
 
 
 2 17 
 
'1^' 
 
 U'k- 
 
 ; A," 
 
 '1(1 
 1 ! 
 
 84 
 
 Norie. 
 
 Qhi. Alt. 60" 30' 30" S 
 Dip. " — 4 23 
 
 Ex-Meridian. 
 
 Bowditch. 
 
 60o 30' 30 ' S 
 — 4 31 
 
 Raper. 
 
 60" 30' ;iO" H 
 — 4 25 
 
 60 
 Re f.— Par — 
 
 26 7 R 0' 
 '>S P- 
 
 33 
 
 4 
 
 ' 60 
 
 25 59 W 
 29 P 
 
 0' 34" 
 - 4 
 
 60 
 
 '^6 :, 
 30 
 
 60 
 Sem-diameter + 
 
 25 39 
 15 46 
 
 
 60 
 
 + 
 
 25 30 
 15 46 
 
 
 60 
 
 + 
 
 25 35 
 15 46 
 
 True altitude 60 
 Aug. (index 28) + 
 
 41 25 
 13 7 
 
 60 
 
 + 
 
 41 16 
 13 7 
 
 60 
 
 + 
 
 41 21 
 13 7 
 
 Aug. altitude 60 
 90 
 
 54 32 
 
 60 
 
 90 
 
 54 23 
 
 60 
 90 
 
 54 28 
 
 Zenith dist. 29 
 Aug. Dec I. 22 
 
 5 28 N 
 56 44 N 
 
 29 
 22 
 
 5 37 N 
 56 44 N 
 
 29 
 22 
 
 5 32N 
 
 56 44 N 
 
 Latitude 52 
 
 2 12 N 
 
 52 
 
 2 21 N 
 
 52 
 
 2 16N 
 
 Ex. 3. — 187(), May 14th A. M. at ship, in latitude by account 
 66" 55' N., longitude 68" 14' W., the observed altitude ol" the Sun's 
 L. L. South of the observer was 41" 26' U". Height of eye 19 fe(;t. 
 Time by watch 1 1** 33"> 16« which had been found to be f.ast 
 5m 19« of apparent time at Ship. The dilFerence of longitude 
 made to the West was 27' -4 after the error on Apparent Time at 
 Ship was determiried. Re((uired the Latitude by the Reduction 
 to the Meridian. 
 
 Ex. 4 — 1876, March 25th, A. M. at shij), in latitud(> by account 
 41" 43' N., longitude 19" 59' W., tlu; observed altitude of the Sun's 
 L. L. South of the observer was 49" 55' 10". Height of eye 22 
 feet. Time by watch Ij, O''^ 34"* whicli hml been foiuui to be fast 
 |h oini I 4b of apparent time at ship. The difference of longitude 
 made to the East was ll'aftei- the error on Appanuit Time at 
 Ship was determined. Required thtj Latitude by the Reduction 
 to tlic Meitdian. 
 
 Kx. 5 — 1w7o, May 10th, A. M. at ship, in latitude by account 
 37" 50' S., longitude 18" 49' VV., the observed altitude of the Sun s 
 Ij,]^ Nf>Hh of the obseiver \v;>s 33" 30' 15". Height of eye 16 
 J|iiL..Tinie by watch 11»» 2?.«« 5" v'hicb had been found to bo 
 correct upon apparent time al ship. The ditrerenco v'' '^■^'rit.nde 
 made to llio West was 12'|^ alter ti.j error or. Af)<ur ot ri» „«» 
 
Ex-Meridian. 
 
 85 
 
 ^hip was determined. Required the Latitude by the Reduction 
 to the Meridian. 
 
 Ex. 6—1876, June 29th P. M., at ship, i\ latitude by account 
 /^' /f S longitude i24<> 0' E, the observed altitude of the Sun's 
 L. />. North of the observer was 29" 18' 45". Height of eye 16 
 feet. Time by watch 3^ 14™ 27'' which had been found to bo fast 
 2*> 4^"' 15» of apparent time at ship. The difference of longitude 
 made to the East wis 1' after the error on Apparent Time at Ship 
 was determined. Required tho Latitude by the Reduction to the 
 Meridian. 
 
 Ex. 7—1876, December 15th, A. M. at ship, in latitude by ac- 
 count 53" 50' S., longitude 86» 56' 15" W., the observed altitude of 
 the Sun's L. L. North of the observer was 58'> 50' G'. Height of 
 eye 1 1 feet. Time by watch 5^^ 12^ 42^ which had been found to 
 be fast 5h 42ra 29" of apparent time at ship. The difference of 
 longitude made to the East was 26' after the error upon Apparent 
 Time at Ship was determined. Required tho Latitude by the 
 Reduction to the Meridian, 
 
 Ex. 8—1876, November 23rd, P. M. at ship, in latitude by ac- 
 count 29" 0' N., longitude 77" 20' W., the observed altitude of the 
 Sun's L. L. South of the observer was 39" 24' 50". Height of eye 
 19 feet. Time by watch 7h 43'n 42'< which had been found to be 
 slow 5h 0™ 36*^ of apparent time at Ship. Th. difference of longi- 
 tude made to tin; Wc^st. was 1" 9' 30" after the error on Apparent 
 Time at Ship was (h^termined. Required the Latitude by a Re- 
 duction to the Meridian. 
 
 Ex. 9 — 1876, Augiist 5th, A. M. at ship, in latit'tde by account 
 47« 7' S., longitude 79" 5' E., tin) observed altitude of the Sun's 
 L. L. North of the observer was 25" 46' 15'. ileight of eye 15 feet. 
 Time by watch 5'> 27'" 20" which had bcjen found to be fast 
 5h 27in i^N of apparent time at Ship. The dinerinice of longitude 
 made to the West wis 45' al'ter the error on AppanMit Time at 
 Ship was determined. RequinMl the Latitude by a R<'durtion to 
 the Meridian. . 
 
 Ex. 10 — 1876, January 28th, A. M. at ship, in latitude by ac- 
 count 47" 40' N., longitude 175" o7' W., the observed altitude of 
 the Sun's L.L. South of the observer was 23" 18' 0". Height of 
 eye 13 Uw\. Time by watch 0'' I7»" 42" which had been found to 
 be fust 1'' 2"» 3" of apparent time at Ship. Tho difference of ion- 
 
 15 
 
 I 
 

 m 
 
 Ex-Meridian. 
 
 li; 
 
 < ! 
 
 m 
 
 gitude made to the East was 8'| after the error upon Apparent 
 Time at Sh?p was determined. Required the Latitude by a 
 Reduction to the Meridian. 
 
 Ex. tl — 1876, March Ist, P. M. at ship, in latitude by account 
 42ol5'S,, longitude Ifi" 28' 30" E. The observed altitude of the 
 Sun' s L. L. North of the observer was 54" 50' 20". Height of eye 
 18 feet. Time by watch i 1^ 18™ 47» which had been found to be 
 slow 45'" 22" of apparent time at Ship. The difference of longi- 
 tude made to the East was 22-8' after the error upon Apparent 
 Time at Ship was determined. Required the Latitude by a Re- 
 duction to the Meridian. 
 
 Ex. 12.— 1876, September 22nd P. M, at ship, in latitude by 
 account 39" 20' N., longitude 72° 27' W., the observed altiUideof 
 the Sun's L. L. South of the observer was 50" 20' 20". Height of the 
 eye 14 feet. Time by Watch 10" 58' 29" which has been found to 
 be slow P 18m 30^ of apparent time at Ship. The ditt'erence of 
 longitude made to the West was 1 7' -2 after the error upon Appa- 
 rent Time at Ship was determined. Retj^uired the Latitude by a 
 Reduction to the Mei'idian. 
 
 Ex.13. — October II th A. M. at ship, in latitude by account 
 31»15'S., longitude 125" 30' W., the observed altitude of the 
 Sun's L. L. North of the observer was 05" 50' 40". Height of the 
 eye 10 feel. Time by watch H^ 0"' 55« wliich had l)(>en found to 
 be fast 7i» 59>»> \>^-' of Ap|»;»rent Time at Ship. The ditference of 
 knigitudc uirtvle to the West was 2" l' 15" after ihe error upon 
 Appaivul Timo at Ship was determined. Required the latitude 
 by a Reduction to the Meridian. 
 
 Ex. 14.— 1876, January 25th A. M. at ship, in latitude by 
 account 18" %' N., longitude 142" 37' W., the observed altitude 
 of the Sun's L. L. South of the observer whs 51" 41' 45". Height 
 of the eye 15 feet. Time by walcli H" Id'" 24' which had been 
 found to be f»»t 8^ 47"' 9« of apparent time at ship. The dif- 
 ferent of longitude made to the East was 16'2 since the error on 
 Apparent Time at Ship was <l*^termined. Required the Latitude 
 by a Reduction U^ the Meridian. 
 
 Ex. 15.-1876, November 5th V. M. at ship, in latitude by 
 acA:onnl 46" 17' N., longitude 9!" 0' E., the observed altitude of 
 the Sun's L. L. South of the observer wa!« i'7" 37' 0". Height of 
 the eye 10 feel. Time by wutoh 6*^ t7«" 32" which had been found 
 
Latitude by the Meridian Altitude of a Sit*r. 
 
 S'i 
 
 to be slow oh SG'n IJO-' of apparent time at ship. The difference 
 of longitude made to the East was 18'^ after the error upon 
 Apparent time at Sh\ was determined. Required the Latitude 
 by a Reduction to the Meridian. 
 
 LATITUDE BY THE MERIDIAN ALTITUDE OF A STAR. 
 
 88. To the observed altitude of the star, apply the following 
 corrections : 
 
 Index error (if any), according to i's sign. 
 
 Dip, subtractive, Table V Norie, Table XIll Bowditch, Table 30 
 Raper. » 
 
 Refraction, from Table XVIII Norie found under the Star's 
 Correction, Bowditcli Tahle \ll, ov Uapir Table :•! ; having sub- 
 tracted which the icniainder is the Stiii's True Altitude. 
 
 89. Subtract the True Altitude from OO", and get th' Zenith 
 Distance, naming it N or 3 contrary to the bearing of tht^ star. 
 
 90. To find the Star's Decliiiatiou. — About page '.VI') in the 
 Nautical Almanac will be found a catalogue of lixed stars, whose 
 Right Ascensions and Dtcli nations are given loi- every t^ntti day 
 in a table immediately following. In this catalogue liad your 
 star, and take out the hours and minutes of Right A»*:en8io«i 
 opposite ; now, in tlit> table following, !he stars aae arranged iflU 
 the order of their Right Ascensions, that is, froim 0*' to 24l», 
 therefore, using the Right Ascension just taken out as an index. 
 it is easy to lind your star in the taltle ; having done this, take 
 out the degrees and minutes of Dec Una lion, found at the head of 
 the column which is underneath the star, and the seconds wiJJI 
 be fouufl opposite the neatest date to thai, givcni ; ao correctioB is 
 necessary. The Decliuation is named N. or S. at the bead of the 
 cohniii), 
 
 91. To tiiid the Ijutltiidc. — Under the Zenith Distance set 
 down the r»ecliiiation, add tht; two together if they are of the 
 same name, but subtract them if they are of t ontiviry names, and 
 the sum or remainder will be the Latitude of the same name as 
 the greater. 
 
 Ex. I. — 1876, July 1 0th, The observed Meridian Altitude of 
 Ibc Star w Leonis, bearing North, was 30" 37' 30*, height of the 
 eye 14 feet. Required the Latitude. 
 

 88 
 
 Latitude by the Meridian Altitude of a Star. 
 
 Obs. Alt, 
 Dip. 
 
 Norle. 
 
 30o 37' 30" N, 
 3 36 
 
 Bowditchr 
 
 30o 37' 30" N. 
 — 3 41 
 
 Baper. 
 
 30o 37' 30" 
 — 3 40 
 
 N. 
 
 Refraction 
 
 30 33 54 
 — 1 36 
 
 30 33 49 
 1 35 
 
 30 33 50 
 — 1 39 
 
 
 True Alt. 
 
 30 32 18 
 90 
 
 30 32 14 
 
 90 
 
 30 32 11 
 
 90 
 
 
 Zenith dist. 
 Declination 
 
 59 27 42 S. 
 8 38 16 N. 
 
 59 27 46 S. 
 8 38 16 N. 
 
 59 27 49 
 8 38 16 
 
 N. 
 
 Latitude 
 
 50 49 26 S. 
 
 50 49 30 S. 
 
 50 49 33 
 
 S. 
 
 Ex. 2.— 1876, April 28th, the observed Meridian Altitude of the 
 Star Arcturus, bearing South, was 53o 26' 0", height of the eye 
 18 feet. Required the Latitude. 
 
 Obs. Alt. 
 Inp. 
 
 Norie. 
 
 530 26' 0" S, 
 — 44 
 
 Bowditcli. 
 
 53o 26' 0" S. 
 — 4 11 
 
 Baptir. 
 
 53o 26' 0* S. 
 — 4 10 
 
 Refraction 
 
 53 
 
 21 56 
 42 
 
 53 21 49 
 — 43 
 
 53 
 
 21 50 
 44 
 
 
 True Alt. 
 
 53 
 90 
 
 21 14 
 
 53 21 6 
 90 
 
 53 
 
 90 
 
 21 6 
 
 
 Zenith dist. 
 Declination 
 
 36 
 19 
 
 38 46 N. 
 49 29 N. 
 
 36 38 54 N. 
 19 49 29 N. 
 
 36 
 I'l 
 
 38 54 
 49 29 
 
 N. 
 
 Latitude 
 
 56 
 
 28 15 N. 
 
 56 28 23 N. 
 
 r^ft 
 
 28 23 
 
 N. 
 
 Ex. 3. 1876, November 29tl.. The observed Meridian Altitude 
 of the Star a Gorvi, bearing Soutli, was 17" 14' 30", height of the 
 eye 22 feet. Required the Lalitude. 
 
 Ex. 4.— 1876, July llth. The observed Meridian Altitude of 
 the Star a Pei'sei, bearing North, was 38" 22' 20", height of the 
 eye 12 teet Required the Latitude. 
 
 Ex. 5.— 1876, December 18th. The observort Meridian Altitude 
 of the Star 7' Leonis, bearing North, was 45" 45' 45", heiglif of 
 the eye 16 feet. Required the Latitude. 
 
To find the time of H'ujh Water. 
 
 80 
 
 Ex. G. — 1H7G, June 20tli. The observed Meridian Altitude of 
 the Star P' Scorpii, beaiiiij^ South, was 29" 12' 50% height of the 
 eye 12 feet. Required the Latitude. 
 
 Ex. 7.— 1876, February 27th. The observed Meridian Altitude 
 of the Star « Gruis, bearing South was 31" 10' 40", height of the 
 eye 13 feet. Required the Latitude. 
 
 Ex. 8. — 1870, October 25th. The observed Meridian Altitude 
 of the Star « Ophiuchi, bearing South, was 51)" ;iO' 30", height of 
 the eye 10 feet. Required the Latitude, 
 
 Ex. 9.— 1876, August 20th. The observed Meridian Altitude of 
 the Star Sirius, bearing South was 35° 50' 20" height of the eye.' 
 14 feet. Required the Latitude. 
 
 Ex. 10.— 1870, February 2nd. The observed Meridias Altitude 
 of the Star Achernar, bearing South, was 03<» 33' 40", height of 
 the eye 17 feet. Required the Latitude. 
 
 Ex. 11. — 1870, August 15th. The observed Meridian Altitude 
 of the Star Procyon, bearing North, was 52" 10' 15", height of the 
 eye 10 feet. Required the Latitude. , 
 
 Ex, 12.— 1870, November 8th. The obt^erved Meridian Altitude 
 of the Star ^ Orionis, bearing North, waa 89" 20' 30", height of 
 the eye 15 feet. Required the Latitude. 
 
 Ex. 13. — 1876, April 7th. The observed Meridian Altitude; of 
 the Star Canopns, bearing South, was 43" 32' 0" height of the eye 
 12 feet. Retiuired the Latitude. 
 
 Ex.14. — 1870, January 5th. The observed Meridian Altitude 
 of the Star Algenib, bearing South, was 00" 14' 40", height of the 
 eye 20 feet. Required the latitude. 
 
 Ex.15. — 1870, May 28th. The observed Meridian Altitude of 
 the Star Spica, bearing Soiitli. was 51" 33' 0", height of the eye 
 18 feet. Required the latitude. 
 
 
 (F» 
 
 TO FIND THE TIME OF HIGH WATER. 
 
 AT A STANDAttl) PORT. 
 
 4 
 
 Oa. In the Admiralty Tide Tables the Times of High Water 
 are given for each day of the year at twenty four ports, the names 
 of which are enumerated in the index of that book ; these ports 
 
 la 
 

 flO 
 
 To find Ihe lime of High Wafer. 
 
 ai-e called " Standard Ports" becaiis<^ they are used as bases 
 from which the times of high water at other ports may be found. 
 If the time of high water at a Standard Port be desired, it is only 
 necessaiy to find the given port in the proper month, and there^ 
 opposite} the given date, in the morning and afternoon columns, 
 will l>e found the A. M. and P. M. tides required. Where the 
 
 mark occurs, it shews that Ihei-e is but one tide during that 
 
 day ; no high water, therefore, takes place in tlie morning or 
 afti-rnoon in which the mark appears. 
 
 Ex. I.— 1875, March 7th. Find the time of High Water at 
 North Shields. A. M. and P. M. 
 
 :ih 8n» A. M. ;]fi -iO'" P. M. 
 
 E.\. 2.— 1875, July -iSth. Find the time of High Water at 
 Galway A. M. and P. M. 
 
 No A. M. Oh -mrn p. M. 
 
 On the dates given, find the times of High Water at the follow- 
 ing places : 
 
 Ex, 3 — 1875, June !2th, at Kingston. 
 Ex. 4—1875, February 19th, at Harwich. 
 Ex. 5—1875, April 27th, at Thurso. 
 
 mip 
 
 mi 
 
 i 
 
 !y 
 
 .:ii|iiii' 
 
 WHEN THE GIVEN PORT TS NOT A STANDARD PORT. 
 
 93. Look out the port in the Table of Tidal Constants, and 
 opposite will be given a " Standard Port for Reference ", toge- 
 ther with a Constant for time, which is to be applied according to 
 the following rules : 
 
 »4. Wlien the Constant is ndditlve. — At the given port, take 
 out the morning tide on the giviui dciy, and add the constant to 
 it, then : 
 
 (») If the sum is less than I2h it will be your A. M. Tide ; in 
 this case, take out the afternoon tide of the given day, and hav- 
 ing added the constant to it, the sum if less than 12*» will be your 
 P. M. Tide ; but if the sum exceeds 12^' there will be no P. M. 
 Tide, because; the tidi' resulting will be that of the next morning. 
 
 (b) But if in adding the morning tide and the constant toge- 
 ther, the sum goes over 12^, take 12^ from it, and the remainder 
 is your P. M. Tide: now take the afternoon's tide of the day 
 before, and after adding the constant to it, if the sum exceeds 
 I2h, then what is over 12'* will be your A. M. Tide ; but if the 
 
 IW' 
 
To find the timt of Hhjh Water. 
 
 01 
 
 swm does not reach 12^, it mains the afternoou tide of the day 
 before, and there is no A. M. Tick on your day, 
 
 (C| III any case where the mark — occurs, take out the tide 
 preceding it^ and if after adding the consU'uit the sum ex{."ee<ls 
 12'>, what is over 12^ will be your h.ie, but if the sum is under 
 12'^ then there is no tkk\ 
 
 Ex, 6— 1875, March 7th; find tlie A. M, and P.M. tides al 
 Scarborough. 
 
 Sundeilaud, March 7th A. M, S** 7™ March 7tJi R M, 3^26™ 
 Constant + 49 k- 49 
 
 High watek at ScAi\Bonou(JH 3 5G A. M. 
 
 4 15 P.M. 
 
 Ex, 7— 1875, August 23 rd ^ find the A. M. luiU P.M. ti<les al 
 AVexford, 
 
 Waterford, August 23rd A. M. 9^ 10"' August 23rd P. M. 9^ 31'^ 
 Constiint +21 +21 
 
 H. W. AT Wkxfoud 
 
 11 1 1 A. M. 
 
 11 32 P.M. 
 
 Ex. 8—1875, April 4th; find the A. M. and P. x\f. tides al 
 Crinan, 
 
 Greenock, April 4th A. M. 10»^32<" April 3rd P. M. I0»^ 10"' 
 
 + 4 41 + 4 41 
 
 15 13 
 12 
 
 14 51 
 12 IJ 
 
 H. W. AT GlUNAN 
 
 3 1 3 p. M. 
 
 2 51A.M. 
 
 Ex. 9.-1875, April lUth; find the A.M. and P.M. tides at 
 Lerwick. 
 
 Thurso April lOlh A. M, 1 1" 8i« April 9th P. M. 10>i 43'" 
 Constant +22 +22 
 
 11. W. AT Li;»\vi(;K. 
 
 10 P.M. 
 
 45 A.M. 
 
 05. Gciu'i'al Kiile for Arl<li*ive Constants.. — When the sum 
 0*" the constant and the tide tak;;n from the Tables is less than 
 l?'v it remains a tide of the same name as that used ; but where 
 ih* sum exceeds 12'», the time over 12'» will be a tide of the name 
 foUonnnfj that taken out, consequently, in such a case, you must 
 take from the Tables the tide immediately preceding the one you 
 require. 
 
 »i 
 
:W':fy 
 
ka 
 
 
 IMAGE EVALUATION 
 TEST TARGET (MT-S) 
 
 
 
 ^». 
 
 ^ 
 
 ^Z/^ 
 
 ■^ 
 
 C//- 
 ^^^ 
 
 t= 
 
 !.0 
 
 bi|28 
 
 150 ™«»" 
 
 2.5 
 
 2.2 
 
 1.1 l.-^l^i 
 
 11^ II u 
 
 SJ^ 
 
 1.6 
 
 Photographic 
 
 Sciences 
 
 Corporation 
 
 33 WIST MAIN STRUT 
 
 WnSTIR.N.Y. Msao 
 
 (7U)I72>4S03 
 
 \ 
 
 ^ 
 
 
 o 
 
 
 V 
 
 
 
 »'^ 
 
 

 
 7.A 
 
 
 W^" 
 
 !> 
 
i)-2 
 
 To find (he lime of !Iif/h Wafer. 
 
 ifii' 
 
 « M 
 
 mw. 
 
 ^H ; if 
 
 n 
 
 'H^ 
 
 
 At the 1111 
 
 Icriii'' 
 
 iiti( iit!fl tiinosiind 
 
 places find the times of llij;h 
 
 1 
 
 'alcr A. M. 
 
 and P 
 
 .M. 
 
 
 
 Ex. 10. 
 
 1875, 
 
 At)!-!! 
 
 2nd 
 
 at (Uasgow. 
 
 " 11 
 
 
 May 
 
 oth 
 
 " Port Carlisle. 
 
 a 1-2 
 
 
 Ai.ril 
 
 14th 
 
 '' Jersey. 
 
 " 18 
 
 
 March 
 
 31 St 
 
 " Bordeaux. 
 
 u 14 
 
 
 April 
 
 Kith 
 
 '' Criuan. 
 
 *^ i: 
 
 
 .luue 
 
 Oth 
 
 '' Ramsey. 
 
 
 •' 16 
 
 
 •Inly 
 
 12th 
 
 " Limerick. 
 
 
 .. 17 
 
 
 January 
 
 16th 
 
 " Exniouth. 
 
 
 " 18 
 
 
 .Imir 
 
 20th 
 
 '' Ramsey. 
 
 
 '• 1<) 
 
 
 .laiiiiary 
 
 22nd 
 
 '' Newhaven. 
 
 
 - 20 
 
 
 July 
 
 2Hth 
 
 '' Limerick. 
 
 
 " 21 
 
 
 May 
 
 Oth 
 
 '' Annan Foot. 
 
 
 " 22 
 
 
 March 
 
 17th 
 
 •' Filey Bay. 
 
 
 '^ 23 
 
 
 F('hriiar> 
 
 ' 4th 
 
 '' Chatham. 
 
 
 u -24 
 
 
 May 
 
 20th 
 
 ^' Llauelly. 
 
 
 '' 25 
 
 
 Mandi 
 
 17t]i 
 
 ^' Wliithy. 
 
 
 '' 26 
 
 
 JllllO 
 
 18th 
 
 " S'rangi'ord ^uay. 1 
 
 " 27 
 
 
 January 
 
 8th 
 
 "• Shoroham. 1 
 
 '' 28 
 
 
 April 
 
 30th 
 
 '' Jersey. 1 
 
 ^' 29 
 
 
 July 
 
 12th 
 
 '' Killyhegs. 1 
 
 ^' 30 
 
 
 August 
 
 11th 
 
 '■'■ New Ross. 1 
 
 
 «0. Wlioii the CoiiHtaiit Is Hul>tra<>tivc. — If the morning and 
 afternoon tid(!8 of the day required, are greater than your cm- 
 slant, suhi,ract tht; constant from them, and tin; remaiiid(n'8 will he 
 your A. M. and P. M. tides respectively. 
 
 07. But if the morning tide upon the given djvy is less than 
 your constant, take; out the afternoon tide, and ; — 
 
 (a). If this afl«M'noon tide; is hiss than your constant, subtract 
 your constant from it by borrowing 12'», and the remainder will 
 be your A.M. Tide; now take out the morning tide upon //»c 
 foUowiiuj (lay, if it alsois less than the constant, again hprrow 12h, 
 uud having subtracted your constant, the remaind(!r will be your 
 P. M. Tide ; but if this morning lido is greater than the couslani, 
 there will be no P. M. Tide. 
 
 (b). If the afternoon tide of the given day is greater than the 
 (.'onstant, subtract the constant from it, the remaindor will l)e 
 your P. M. Tide ; and there will bo no A. M. Tide. 
 
 {c) In any case where the mai-k — occui*», if the tide follow- 
 
To find the time of High Water. 
 
 93 
 
 iiig is l(?ss than your constant, add 12^ to it, and subtract the 
 constant from the sum, the remainder will be your tide ; but if 
 tlie tide following the mark is more than your constant, then 
 there is 7io tide. 
 
 08. GoiH'ral rule for Subtractivc Constants. — If yon can sub- 
 tract your constant from the tide as it stands, the remainder will 
 be a tide of t le same name as that taken from the T;»bles; but if 
 you have to borrow 12*» to enable you to subtract your constant 
 from the tide, then the tide resulting, will be the tide preceding 
 that taken from the Tables, in this case, therefore, you must take 
 from the Tables thi' tide folio win q th«; one yon require. 
 
 Ex. 31—1875, June loth; find the A.M. and P.M. tides at 
 Barmouth. 
 
 Holyhead June loth A. M. 7»» 41n> June ir)th P.M. 8^ 2"! 
 
 Constant 
 
 H. W. AT Barmouth 
 
 -2 31 
 
 -2 31 
 
 5 10 A.M. 
 
 5 31 P.M. 
 
 Ex. 32— -January 'Otn; find the A.M. and P. M. tides at 
 Southampton. 
 
 Portsmouth Jar. 19th A. M. 9»' 20m January 1 9th P.M. 9»» 54™ 
 Constant -1 11 -1 11 
 
 H. W. AT Southampton 
 
 8 9 A. M. 
 
 8 43 P.M. 
 
 Ex. 33— .June 8th ; find the A. M. and P. M. tides at Bally- 
 ••astle. 
 
 Belfast June 8th P. M. 2»' 7m June 9t.i A. M. 2^ 3f)m 
 
 Constant -4 18 -4 18 
 
 II. W. at Bai.lvcabtlk 
 
 9 49 A. M. 
 
 10 18 P.M. 
 
 Ex. 34— August 8th ; find the A. M. and P. M. tides at Aber- 
 \hlwytli. 
 
 Holyhead August 8th P. M. 2^ 29"' August 9th A. M. 2»» 49"' 
 Constant -2 40 -2 40 
 
 II. W. AT Ahkiiystwyth 1 1 49 A. M. 
 
 No P. M. 
 
 On the dates given, find the timcB of High Water A. M. and 
 
 V. M. at the undermentioned places. 
 
 Ex. 35 1875 May 
 
 30 
 
 u 
 
 June 
 
 9th 
 23nd 
 
 ut Beaumaris. 
 " Arklow. 
 
 
94 
 
 To find the lime of High Water. 
 
 n 
 
 h 
 
 11'' 
 
 
 1(1 n 
 
 !«ll 'a 
 
 Ex. 37 
 
 38 
 
 39 
 
 40 
 
 41 
 
 42 
 
 43 
 
 44 
 
 45 
 
 46 
 
 47 
 
 48 
 
 49 
 
 50 
 
 51 
 
 52 
 
 53 
 
 54 
 
 55 
 
 u 
 n 
 
 a 
 u 
 
 u 
 
 1875 
 
 (I 
 
 (.1, 
 (.i. 
 
 u 
 il. 
 
 u 
 a 
 (I. 
 u 
 u 
 
 u 
 u 
 a 
 
 April 
 
 July 
 
 August 
 
 February 
 
 April 
 
 March 
 
 May 
 
 July 
 
 April 
 
 February 
 
 January 
 
 April 
 
 May 
 
 February 
 
 May 
 
 January 
 
 Auguiit 
 
 August 
 
 August 
 
 4th 
 
 25th 
 
 9th 
 
 Gth 
 
 2ncl 
 
 1st 
 
 12lh 
 
 9th 
 
 l()th 
 
 17th 
 
 1st 
 
 19th 
 
 12th 
 
 Gth 
 
 14tli 
 
 1 1 th 
 
 2Glh 
 
 27lh 
 
 llth 
 
 at Groinarty. 
 Coleraine 
 Cardigan. 
 Margate. 
 Gibraltar, 
 Bridlington, 
 Ilfracomb. 
 Port Rush. 
 Cromarty. 
 London Docks. 
 Penzance. 
 ^\'t»n-liead. 
 Lundy Island. 
 
 u 
 i,i 
 
 ii 
 u 
 
 U 
 
 u 
 a 
 n 
 u 
 
 Helgoland. 
 St. Ives, 
 Christchurch, 
 Castletownsend. 
 Valeutia Harbor, 
 Bantrv Harbor. 
 
 WHEN THE GIVEN POUT IS NOT IN THE UNITEO 
 
 KlNGl>Oi>l. 
 
 99. Most ports adjacent to the British coast are speciiled in the 
 Table of Tidal Constants; but if the given port is outside this 
 range, take Brest as your Standard port of Rciferetice, and com- 
 pute tlie Constant by the following rule. 
 
 100. To ttiul the Ooustiuit' — Get the dillerence of longitude 
 between Brest (long. 4'>29' W.) and the given place; find also 
 the difference between the Moon's Transit on the given day anil 
 the one preceding it ; with these two elements enter the proper 
 lable (Norie Table XVI, tiowditrh Table XXVIll, lUipe v'VixhXo 28) 
 and their intersection will give the correction for the day's change 
 iiii the Moon's ti-ansit over the nier.dian of the givDU ;lace. In 
 the Alphabetical List of Ports at the end of the Admirably Tide 
 Tables, Hud the time of High Water, Full and Change, correspon 
 ding to the given port, and add to this the corrivlion found above 
 i f tht^ diif. long, is West, but subtract it if Fast. Now find the 
 differen(H5 between this corrected time and the time of High 
 Water, Full and Change, at Brest (3'» 47'"), llic remaiiuhu- will be 
 the Constant, additive if the Full and Change at the given port is 
 greater than that at Brest, but subtractive if it is less. 
 
To find the time of High Water. 
 
 95 
 
 lOl. With the limo of high wattn- at Brest and the Constant 
 found above, get out the times of high water by the usual rules. 
 
 Ex. 50.— 1875, January -ilst. Find the time of High Water 
 A. M. auu P. M. at Rio Janeiro in longitude 43" W W. 
 
 lAng. of Rio Janeiro 430 9' W. Moon's Tmnsit Jan. 2l8t llh 34m 
 do Brest 4 29 W. do Jan. 20th 10 32 
 
 Diflf. of longitude 38 40 
 
 Transit difference (62m) i 2 
 
 H. W. Full and Change at Eio Janeiro 3h om 
 
 Correction for Moon's Transit 
 
 + 7 
 
 
 
 3 7 
 
 
 H. W. Full and Change at Bicst 
 
 3 47 
 
 
 Constant 
 
 -0 40 
 
 - Oh 40 in 
 
 H. W. at Brest on Jan. 2l8t A. M. 
 
 3 21 
 
 2 41 A. M. 
 
 Jan. 2l8t P. M. 3 45 
 
 H. W. A? Rig Janeiho 
 
 3 5 P. 
 
 Ex. 57.— 1875, August 5lh. Find tlie time of High Water A. M. 
 and P. M. at Macao in longitude 113" 34' E. 
 
 Longitude of Macao VZ" 34' E. Moon's Transit Aug. Bth 3h 18in 
 do Brest 4 29 W. do Aug. 4th 2 36 
 
 Diff. of longitude 118 3 E. Transit difference 
 
 42 
 
 H. W. Full and Change at Macao lOh 0"i 
 Correction for Moon's Transit - 14 
 
 9 46 
 
 H. W. Full and Change at Brest 3 47 
 
 Constant (. s 59 
 
 H. W. at Brest on Aug. 5th A.M. li 5 
 
 f- 5l> 59n» 
 Aug. 4th P. M. 6 48 
 
 If. W. AT MaOAO 
 
 4 P. M. 
 
 No. A. M. 
 
 On till' dates given, II. id the times of High Water at the 
 uudermentiontid |)la(,es. 
 
 lOx. 58. 1 875, Jan. \ I Ih at Queliec 
 
 '' 5U '^ April 1st '^ IHctou N. S. 
 
 '• ()0 '' July '2nd" I'arrsboro' N. >. 
 
 *' 01 " March llth^' Hatavia 
 
 '* 02 " June 18th - Shanghai 
 
 in Long. 71" lO'W 
 '^ 02 4(1 W 
 " 04 8 W 
 '' 100 48 I'] 
 " 121 2«) E 
 
 I 
 
 I 
 
 ■If 
 
7- * 
 
 96 
 
 Deviation of the Compass. 
 
 8!'" 
 
 Ex.63. 
 
 1875 
 
 , Jan, 
 
 i7th at Bencoolen i 
 
 " 64 
 
 u 
 
 Fob. 
 
 27th '' 
 
 Halifax N. S. 
 
 " 65 
 
 u 
 
 May 
 
 1st " 
 
 Acapulca 
 
 " 66 
 
 u 
 
 Jan. 
 
 I3th '• 
 
 Suez Bay 
 
 " 67 
 
 a 
 
 Aug. 
 
 12th " 
 
 Tobago 
 
 " 68 
 
 u 
 
 April 
 
 15th " 
 
 Hammerfest 
 
 " 69 
 
 (( 
 
 July 
 
 3rd " 
 
 Yokohama 
 
 " 70 
 
 (( 
 
 Feb. 
 
 19th '' 
 
 Sydney Harbor G.B. 
 
 u 71 
 
 li 
 
 July 
 
 28th '' 
 
 Honoruru 
 
 " 72 
 
 u 
 
 March 
 
 23rd" 
 
 St. John N. B. 
 
 " 73 
 
 4( 
 
 May 
 
 28th " 
 
 Toxel 
 
 u 74 
 
 (k 
 
 March 
 
 3rd " 
 
 Magdalen Islands 
 
 '• 75 
 
 U 
 
 Feb. 
 
 15th " 
 
 Zanzibar 
 
 " 76 
 
 cc 
 
 April 
 
 1st '' 
 
 Cape I illar 
 
 u 77 
 
 (I 
 
 June 
 
 28th " 
 
 Nanaimo Harbor 
 
 " 78 
 
 u 
 
 May 
 
 16th " 
 
 Melbourne 
 
 " 79 
 
 u 
 
 April 
 
 nth" 
 
 Iquiqui Road 
 
 " 80 
 
 (( 
 
 March 
 
 1st " 
 
 Madras 
 
 in Long. 
 
 102 13 E 
 
 
 63 34 W 
 
 
 99 52 W 
 
 
 32 33 E 
 
 
 60 27 W 
 
 
 2« 42 E 
 
 
 129 52 E 
 
 1. " 
 
 60 55 W 
 
 
 157 51 W 
 
 
 66 2W 
 
 
 4 42 E 
 
 
 62 2 W 
 
 
 39 15 E 
 
 
 148 E 
 
 
 123 55 W 
 
 
 144 59 E 
 
 
 70 1 1 W 
 
 
 80 >6 E 
 
 DEVIATION OF THE COMPASS. 
 
 TO FORM A TABLE OF DEVIATIONS. 
 
 102. For this purpose, the bearings of sonn! object are given, 
 which have been taken by the Standard Compass, while the ship's 
 head has be(m brought in succession upon not less than eigiil 
 ditlerent points of the compass; generally, the four cardinal and 
 the four mid-cardinal points. 
 
 103. To ftml tli« correct MaKiietic BeaiiiiK;. —See that all tin- 
 bear in. "< are made to reckon from the same point, which may be 
 eilher the N. or S. point, as may be most convenient ; in cases 
 whore they differ, this is done by subtracting each bearing, of the 
 name contrary to that selected, from 180"; now, if the bearings 
 all E. or all W. add them togelaer; but if some are E. an(! 
 others W. add up the Eastings and Westings separately and gel 
 the dillerence b(;tween thesiuns; divide this sum or dilference, 
 as the case ni>:y be, by the number of bearings observed, and the 
 resiilt may be taken as the Correct Magnetic Bearing, which will 
 of course be named E. or W. tlie same as the largest of the above 
 gums. 
 
 ' m 
 
T>eviaiion of ihc Compass, 
 
 97 
 
 fiveii, 
 
 oil" 111 
 and 
 
 the 
 Kiy bo 
 (•as(>s 
 )!' the 
 aringrt 
 and 
 nd get 
 'rciu'e, 
 lul llw 
 ■li will 
 almvr 
 
 104. To flml tlie I>e*iatioiis. — Find tlic angle between the 
 Correct Magnetic Bearing and the first Bearing by St;ni<lar(l 
 CiOmpass, whicli is done by adding tliem togetlfer if one is li an(i 
 the other W.. bJit by getting their ditrer(Mioe if they ar^ both oi 
 the same naine; tliis will giv<^ tlie J)(>via;ioncorres[)onding to the 
 •directiou of tJie sJii[t'.s head wbeii t!iis bearing was taken, am. 
 HOW, by laying olf the two bearings npon <i rongh ronipass, as im 
 ^n Azinmth i()5), the Deviation will be named E. if tiie Correct 
 Magnetic Bea.ring falls to the light of the other, but W. if tin* 
 <^ontrai-y. In like manner, iind the angle betweeai the Corred 
 Magnetic an<l t«ich of the other beariiRgs in snwe.ssion. mm] with 
 the Deviation.s resulting, llie recjuinnl Table <'an be eomi)Ielc<l. 
 
 Ex, 1, — Tl^e bearings of i <?lu)vch steeple \vhi/'h were taken 
 ironi a ship by the Standard Conipjiss, while her head was lying 
 upon th(.' points indicvitod, \v'ere as follows : — Ship's head at North, 
 Beariw7 N, 4'f" 10' E ; at N. E., N, ;V2- M E; at East, N. ;i(l" MY E ; 
 <it S. E. , N. 35" 1 .V E ; at Sonth, N, i> i 5' E ; at a W. , K 5'.)" J D' E ; 
 M Wvsl^ N, (V4" lir E ; at K •W.':, N, 59" 2(r M 
 
 Head. 
 
 Boajings by 
 Stniul,'i)kt OompatiH 
 
 Deviation. 
 
 N. 
 
 N. UU'W E. 
 
 2°25'E. 
 
 N. E. 
 
 N. aajso E. 
 
 U B B. 
 
 B. 
 
 N. 3.0, '.'50 E. 
 
 15 45 E. 
 
 S. E. 
 
 N. 35 h% E. 
 
 11 20 E. 
 
 8. 
 
 N. ^7 15 E. 
 
 40 W. 
 
 1 8. W. 
 
 N. 59 ,10 E. 
 
 12 35 W. 
 
 W. 
 
 N. *6*.,ao E. 
 
 17 35 W. 
 
 N.W. 
 
 N. 58 20 E. 
 
 12 46 W. 
 
 
 8 J 3Y"2 40 
 
 
 Mag. Btw 
 
 iring N. 46 35 E, 
 
 
 Ii<^ri«gs N, i'l" 1,0' E. N :U'>:W E. N, 30" 5(r E. N. afv 15' K 
 Cov. Mag. N. U) ;i5 K. N. Mi \\'i K N. 46 35 E. N. 4(5 35 E, 
 
 Devi^ilion* 
 
 B(>Hrings 
 <4or. Mag, 
 
 Df!viation8 
 
 13 
 
 •2 25 E. 
 
 14 5 H 
 
 15 45 E, It W E. 
 
 N. 4> 15' E. N, 5<)" 10' E. N. Oi" 10' E. N. 5«)" 20' E. 
 .R 40 J5 E. N. 40 35 E. N. 4() 35 E. N 40 35 E. 
 
 U)\\. 12 35 W. 
 
 17 35 W. 12 45 W. 
 
98 
 
 Deviation of the Compass. 
 
 ii f 
 
 f !; *i 
 
 
 Ex. 2. Tlie bearing of Jin object by the Standard Compass with 
 the Ship's head at North was S. i:^" 5' E.; at N. E., S. 33o 45' E. ; 
 at East, S. ;^7" 10 E. ; at S.E., S. eO'^lW E. ; atSoutb. S. 17" ID'E. ; 
 at S. W., S. 0" 45' W. ; at West, S. 8" 0' W. ; at N.W. , I <> 55' W. 
 
 Ship's' 
 Head. 
 
 Bearings by 
 Standard (. ompuss. 
 
 Deviation. 
 
 N. 
 
 S. 13 5' E. 
 
 1 55'W. 
 
 N. E. 
 
 S. 33 45 E. 
 
 18 45 E. 
 
 E. 
 
 S. 37 10 E. 
 
 22 10 E. 
 
 S. E. 
 
 S. 29 30 E. 
 
 14 30 E. 
 
 S. 
 
 8. 17 10 E. 
 
 2 10 E. 
 
 8. W. 
 
 8. 45 W. 
 
 15 45 W. 
 
 W. 
 
 8. 8 W. 
 
 23 W. 
 
 N. W. 
 
 8. i 55 W. 
 
 16 55 W. 
 
 
 8. 130 40 E. 
 8. 10 40. W. 
 
 
 
 8 J 120 00 :..'.* 
 
 
 Bt'uring 
 
 8. 15 o«-B;° 
 
 
 Cor. Mag, 
 
 Ex. :{. — The bearings ol' an objM't' l)y liu! Standard Compass 
 with the Shijt's head at North was N. H5'' 10' W.; at N. E., 
 N. (>7« 45' W. ; at East, N. 59" 20' W ; at S. E., N. 63« 45' W. ; at 
 South, N. Ki" 30' W. ; atS. W.,S. T2-35' W.; at West, S. 71o0' W.; 
 at N. W., S. 7<> 35' W. 
 
 Ship's 
 Head. 
 
 Bta 
 Stau>lai 
 
 N. 
 
 N. 8 
 
 N. E. 
 
 N. 6 
 
 E. 
 
 N. 6 
 
 8 E. 
 
 N. 6 
 
 8. 
 
 N. 8 
 
 8. W. 
 
 N. 10 
 
 W. 
 
 N. 10 
 
 N. W. 
 
 N. 10 
 
 
 
 ingH I5y 
 1 CompitHH. 
 
 ,' 10' w. 
 
 46 W^ 
 
 > 20 W. 
 
 46 W. 
 
 30 W. 
 
 iii W. 
 
 00 W. 
 
 26 W. 
 
 Di.vinliou. 
 
 ;»()' E. 
 16 55 VV, 
 26 20 W. 
 20 55 W. 
 
 10 W. 
 22 46 E. 
 24 20 E. 
 16 45 E. 
 
 8 J 677 20 
 
 Cor. Mag. Bearing 
 
 N. 84 40 W. 
 
Deviation of the Compass. 00 
 
 Ex. 4.— The beuFings of an object by the Standard Compass 
 with the Ship's head at North was S. 03" 30' W.; at N. E. 
 S 73" 50' W ; at East, S 70" 15' W ; at S E, S. 75^ 0' W ; at Sonth. 
 S64"50' W; at S W, S 53" 30' W ; at West, S 50» i^ W; a I 
 N W, S 50" 0' W. 
 
 Ex. 5 — The bearings of an object by the Standard ComiKiss 
 with the ship's head at North was N 5° 40'" W ; at N E, N 28° 50' W: 
 at East, N 30° 50' W ; at S E, N 23° 30' W ; at South, N 10° 50' W: 
 at S W, N 1° 40' E ; at West, N 0° 20' E ; at N W, N 4° 40' E. 
 
 Ex. () — The bearings of an object by th(» Standard Compass with 
 the ship's head at North was S 34° 45' E ; at N E, S 40" 15' E ; al 
 East, S 50° 20' E ; at S E, S 44° 0' E ; at South, S 31" 0' E : ;ii 
 S W, S 18" 45' E ; at West, S 14" 15' E ; at N W, S 18" 30' E. 
 
 Ex. 7 — The bearings of an object by the Standard Compass with 
 the ship's head at North was S 83" 4.5' W : at N E, N. 70" 30' W : 
 at East, N 08" 45' W ; at S E, N 72" 1,5' W ; at Sonth, N. 88" 30' W: 
 at S W, S 07" 30' W ; at West, S 02" 45' W ; at N W, S 71" 15' \\ 
 
 Ex. 8 — ^The bearings of an object by the Standard Compass with 
 the ship's head at North vrai N 0" 0' "w ; ai N E, N 1" 45' W; a! 
 East, N 2" 45 E ; at S E, North; at South, N 7" 30' W; at S W. 
 N 10" 45' W ; al West, N i8*' IV W : at N W, N 17" 0' W. 
 
 Ex. — ^The bearings of an*dbject by the Standard Compass with 
 the ship's head at Norlli wav8 74" 3(i' W ; at N E, S 53" (V W ; at 
 East, S 40" 40' W ; at S E, S 50" 10' W ; at South, S 78" 0' W : at 
 S W, N 82" iO' W ; at West. N 77" 30' W ; at N W, N 82" 0' W. 
 
 105. To fliid the Oorr<;ct Magnetic CoiirHc mmle jfoort.— Ex- 
 press the given compass course in degrees, and as in a Day's Worlv. 
 set it down as R. ^rL.of the N.orS, point from which it is reckon- 
 ing (38). IMace the Deviation corresponding to the course under- 
 neath, and mark it H if it is East but L if West ; now if they are 
 of the same name take their sum, but get their diff(?n>'i('(! if oi" 
 contrary names, and after changing the K or L of the result into 
 E or W as in a Day's Work (38) it will be the Correct Magnetic 
 Course recjuired. 
 
 Ex. 10 — Supposing you have steered the following courses by 
 the Standard Compass, viz : East, N. W. and South, find the 
 c courses made, from the Deviation Table as given 
 
 agi 
 
 in Ex. I. 
 
WQ 
 
 Deviation of the Corrcf/rcss; 
 
 &•' 
 
 Gonipiss Courses^ E=S 90" (yh NW-N-45« 0' L S^O" (T 
 D(!viation to 45 R \2 45 L 40 L 
 
 MagiwHio Courses S 74 t5 B 
 
 N 57 45 W S 40 E 
 
 Ex. I L — Supposing you have steered the following courses by 
 the Standard Conipass, viz:— Noi-lh, N. E. and S. E., find the 
 correct magnetic courses, made, from the Deviation Table as given 
 in Ex. 2. 
 
 Ex. I -2. — Supposing you have steered the following courses by 
 the Standard Compass, viz :— West, South and N. W., find the 
 correct magnetic courses made, fi'om the Deviation Table as given 
 in Ex. 3. 
 
 Ex. 18. — You have sfeen'd the following courses by the 
 Standard Coinpasw, viz : — N. E,, S. E. and S. W., find the correct 
 Hiagoetic course* made, from the Deviation Table as given in 
 Ex. 4, 
 
 Ex. 14. — The following courses, ,have been steered by the 
 Standard Compass, viz: East, N. "VV.jjMid West, find the cornM't 
 magnetic courses made, from thJ4''i3vviatioD Table as^ given in 
 
 t • • 
 
 Ex, 15. — ^Tlie following conraeii'^ave been steered by the 
 Standard Compass, viz : — North, S.'JJ; find South, find th" correct 
 magnetic course* made, from tbtf.'.fU'viatiou Table as given in 
 Ex. (). 
 
 • • • « t 
 
 106. To correct Bearingrs. — Exp^'^? ^^^^ B(;ariug \n degrees., 
 and proceed in the same manner as directed in the proceeding 
 rule (105) for correcting a course sletTed, exce[)t, that instead of 
 using the Deviation com'sponding to the given Bearing, you take 
 the Deviation corresponding to Ih'c QOttrse upon irhich the ship'n 
 head was (yiiig when the Iwaring was obsei'ved. 
 
 Ex. IG. — The bearings of two distant objecrts by the Standard 
 Compass, with the ship's head at N. E., are S. W. and N. W., find 
 the bearings (correct magnetic, using th(> Dtniation Table as given 
 in E.x. 7. 
 
 Compass bearings S. W. - S 45" 0' R N. W. - N 45" & L 
 Deviation 16 6 L TG 6 L 
 
 Magnetic bearing;* 
 
 S 28 54 W 
 
 N fil W 
 
Deviation of the Compass. 
 
 101 
 
 Ex. 17. — The bearings of two distant objects by the Standard 
 Compass, with the ship's head at S. E., are N. E. and West, And 
 the bearings correct magnetic, iising the Deviation Table as given 
 in Ex. 8. 
 
 Ex. 18 — With the Ships head at East, the bearings of two 
 distant obj:.-cts by the Standard Compass are S. W. and Sonth, 
 find the bearings correct magnetic, nsing the Deviation Table as 
 given in Ex. fl. 
 
 Ex. 19 — With the Ship's head at North, the bearings of two 
 distant objects by the Standard Compass are North andS. W., 
 find the bearings correct magnetic, using the Deviation Table as 
 given in Ex. 1. 
 
 Ex. 20 — The bearings o( iwo distant objects as taken by Stan- 
 dard Compass are W;'st and N. E., the ship at the time steering 
 due East, find the bearings correct magnetic, nsing the Deviation 
 Table as given in Ex. 2. 
 
 Ex. 21 — A vessel heading up N. E., finds the bearings of two 
 distant objects to be West and Sonth, as taken by her Standard 
 Compass ; find the bearings correct magnetic, the vessel's Devia- 
 tion Table being the same as that given in Ex. 3. 
 
 107. To find the course to steer, by calculation. — As Devia- 
 tion is applied to courses in the same way as Variation, it is clear, 
 that to get a course to steer, Easterly deviation must be allowed to 
 the left hand of the correct magnetic course and West(!rly to the 
 rifjht. 
 
 108. Suppose for instance it is necessary to have the course 
 to steer by comj)ass to make good a N. E. course correct magnet- 
 ic; then using th(? Table of Deviations given in Ex. I the opera- 
 tion would be as under : 
 
 N E N 45" 0' R 
 
 Deviation for N E 14 5 L 
 
 Appro.x. Goursr to steer N .)() 55 E = N E by N J N 
 
 But a glance at the Table of Deviations will shew that Ihe 
 deviation for N. E. by N. |- N; is not the same as that for N. E., 
 consequently should the vessel be put upon the former course, 
 she would not make good the course reciuired ; a second oiieru- 
 tion therefore becomes necessary. Find the deviation correspond- 
 
102 
 
 Deviation of the Compass. 
 
 ing to N. E. by N. ^ N., which by interpolating between N. and 
 
 N. E. will be found to be \0<> 26' E. and apply this to N. E. as 
 
 before : — 
 
 N. E. N45 OR 
 
 Deviation of N. E. by N. J N. 10 20 L 
 
 Approx. Course to steer N 34 34 E 
 
 There is still a difference of about 4" between this course and 
 the one for which the deviation was calculated, and if the process 
 is again repeated, the deviation for N. E. by N. will be found to 
 be It" 10' and the linal result : — 
 
 N. E. N45o O'R 
 
 Deviation for N. E. bv N. II 10 L 
 
 Course to steer 
 
 N 33 50 E = N E by N nearly. 
 
 Usually the second result is sufficiently accurate for all prac- 
 tical purposes, but even this is a somewhat tedious process, and 
 the reault is found in a far easier and simpler manner by a 
 Graphic Method, the explanation of one of which follows. 
 
 liiil 
 
 NAPIER'S DIAGRAM. 
 
 10J>. This Diagram (see Plate VI) has a (-entral line divided into 
 300", and also into 32 points, consequently it represents the outei- 
 circle or rim of the compass card straightened out. At each point 
 of the compass a dotted and a straight line intersect one another, 
 and upon these lines the different deviations forming the curve are 
 laid off. 
 
 no. To make a Curve of Deviation. — Having the deviations 
 corresponding to not less than eight equi-distant points of the 
 compass, prick off each of them upon the diagram as follows : — 
 
 Place a pair of parallel rulers \ipon a dotted line, and move 
 them until they cut the direction of the ship's head, corres- 
 ponding to the deviation to be laid off; now from any part of 
 the central line, take off a distance equal to your deviation in a 
 pair of dividers, and setting one foot upon your course, lay off 
 the other against the rulers, to the right of the central line if your 
 deviation is East, but to the left if it is West. Having in like 
 manner pricked off all the Deviations, take a pencil, and draw 
 »\ich a curve as will pass as nearly as possible through these 
 
 
Examination Papcr^. 
 
 103 
 
 nd 
 as 
 
 points; this may take two or three trials to accoiiiiiiish, but when 
 a satisfactory curve is obtained, it can then be drawn in ink. 
 
 111. To find the Deviiitiou corre.spoiidiu^ to any Klven 
 Coui*se. — Lay a pair of parallel rnltn-!- npon a dotted line, and 
 move it unt'l it cuts the central line at the given course; now 
 with a pair of dividers measnre the distance along the edge of the 
 rulers between the central line and the cnrve, and this, read off 
 by the scale of degrees upon any part of the central line, will be 
 the Deviation, E. or W. as named at the head of the diagram. 
 
 112. To fiiul a Course to Steer by the Diajirrani. — Place your 
 parallel r'llers upon a [tlain line, and move them niitil they cut 
 the central line npon the course recjnired to be made ; now i)lace 
 one foot of a pair of dividers upon that point of the curve cnt by 
 the rulers, and following the direction in which the dotted lines 
 run inwards, let the other foot of the dividers n'st npon the cen- 
 tral line, and this will shew the Course to Steer to make good tlie 
 corrc', I Magnetic Course given. 
 
 With the Curve and Devvitions given in Plate VI find \ho. 
 courses to steer by the Standard Compass to make the following 
 courses, correct magnetic : — 
 
 Ex. 22.— N 40'> E ; S 25" W ; N 38" W. 
 23.— S 84 E; S G2 W; N 17 W. 
 24.— N 5 W ; S 85 W ; East. 
 25.— North; N 88 W; S 8() E. 
 
 113. To find the Correct Magnetic Course l)y the Diagram* — 
 
 Lay yonr rulers parallel to a dotted line, and move them until 
 they cnt the given Course upon the central line ; now place onc> 
 foot of the dividers upon the point where the curve is cut by the 
 rulers, and following the direction in which the jjlain lines jtass 
 inwards, let the other foot of the dividers fall upon the central 
 line, and this when read off will given the Correct Magnetic 
 Course desired. 
 
 a 
 
 I 
 
 :i 
 
 tf' 
 
 EXAMINATION PAPERS. 
 
 SET No. 1. 
 
 i — Multiply 89-764 by 384-59 by common logarithms. 
 2— Divide 24825 by 36-487 by common logarithms. 
 
KIB 
 
 wmi 
 
 m 
 
 X '■'*- 
 
 m 
 
 t04 
 
 3— 
 
 EiVamination Papcn^. 
 
 Hours. 
 
 'Joorses 
 8 36° W 
 
 Knots . 
 
 9 
 8 
 8 
 9 
 
 10 
 10 
 10 
 
 11 
 
 10 
 10 
 10 
 10 
 
 9 
 9 
 9 
 
 10 tbs. 
 
 Winds. 
 
 L'way. 
 
 Dev. 
 
 8°W 
 
 27W 
 7E 
 
 sTw 
 
 3~W 
 4 W 
 
 Hemarks, &c. 
 
 1 
 •i 
 3 
 4 
 
 6 
 6 
 
 7 
 8 
 
 6 
 6 
 9 
 
 Nby W 
 
 • > ■ 
 
 80 
 2 
 
 A point 
 
 in Lat. 38° 50' 8 ' 
 Long. 20 ] 3 E 
 bearing by C'oUi- 
 
 8 76 W 
 
 2 
 6 
 
 5 
 
 5 
 6 
 6 
 
 N Wby N 
 
 pass 
 
 S 78» E 
 Dibt. 13 mi its. 
 
 Variation 30" W. 
 
 A current set "> 
 by compass / 
 E. 8. E. 
 
 16 miles from tbe 
 time thu departure 
 W88 t4>ken until the 
 eii i V if the day. 
 
 9 
 10 
 11 
 12 
 
 1 
 2 
 3 
 4 
 
 N 23 E 
 
 Ditto 
 
 1 
 
 N 82W 
 
 2 
 6 
 5 
 6 
 
 7 
 
 4 
 G 
 2 
 
 N N E 
 
 
 
 5 
 Q 
 
 7 
 3 
 
 9 
 iO 
 11 
 12 
 
 New 
 
 10 
 11 
 11 
 11 
 
 WN W 
 
 2 
 
 4 
 
 8 12 W 
 
 * • 
 
 8 
 
 » 
 9 
 9 
 
 West 
 
 LlorreCt the courses for Deviation, Variation and Leeway, and 
 
 find the Course and Distance from the f;iveii I'oint, and the Lati- 
 
 tu(U! and Lonfj;itude in by insi»oction. 
 
 4— -1876, August I St. In U)ngitudo 50" 40' K. Tlie observed meri- 
 dian altitude of th(> Sun's Lower Limb wasOi" 32' I.V' bearinj: 
 South, inde.x error + I' 5", height of eye 12 feet. P(H|uired the 
 latitude. 
 
 S — In latitude 3(>" \Y N. the Departun' made good was i'-Oli. 
 RequircHl the Dillerenee of Lonj^ntude l»y i irallel sailinj;. 
 
 'J— Required the course and distanc IVom Cape Kay to Scatteri. 
 by calculation on M(urator's principle. 
 
 Lat. of Capo Ray 47'> 37' N Long. 51)" I H' W 
 L«t. ofScatt(>ri 4G 2N Long. 5<) 41 W 
 
 *•— Find the time of High Wali.r A. M. and V. M. at the foilowin; 
 places : 
 
 1875, May 28th, at a Ives 0. B. 
 " July 3"d, at N.'igasaki, in Long I2<h' 52' E. 
 
 ii i' 
 
Examination Papers^ 
 
 105 
 
 2_187(). April 29th, At 5h 0"' A. M. Appt. T. Ship in latitude 
 47o \i' N., longitude 10{>> 12' E. The Sun's Magnetic Ampli- 
 tude was N. E. f N. Requiied the True Amplitude and EiTor 
 of the Compass, and supposing the Vaiialion to be 4o 20' E., 
 required the Deviation of the Compass for that position of the 
 Ship's head. 
 
 8—1876, November [2th, at 4»» 3m P. M. Mean Time at Ship, in 
 latitude 0" 12' 16" S., longitude 61" 57' 30" E. The observed 
 altitude of the © was 23" 50' W height of eye 15 feet. Time 
 by a Chronor ;er l^^ 27m 5s which was fast I*'' 2™ 2I» for mean 
 noon at Green vv'ich on May 1st and on June 1st was fast for 
 mean noon at Greenv "ch 1'^ 7'" 0**. Required the Longitu«le 
 by Chron meter. 
 
 1--1876, June 4th, Mean Time at Ship at 5'» 25">, in latitude 
 ">> 30' N., longitudi 38o 16 W. The Sun's bearing by Com- 
 pass W. I- S., altitude © 18" 21' 45". Height of the eye 14 
 feet. Required the True Azimuth and Error of the Compass, 
 and supposing tht; Variation to be 15"36'W., required the 
 Deviation of the Compt ss for that position of the Ship's head. 
 
 2—1876, May 16th A. M. at Ship ; latitude by account 31" 50' S. ; 
 longitude 87" 54' 35" W. The observed altitude of the Sun's L. 
 L. North of the observer was 38" 22' 40", height of eye 12 feet. 
 Time by watch 1C'» 33ra 55« which had been found to be slow 
 l'» 2™ 18" of apparent time at Ship. The diCerence of longitude 
 made to the East was 14';^^ after the error upon Apparent Time 
 at Ship was determined. Required the Latitude by tin; Reduc- 
 tion to the Meridian. 
 
 if I 
 
 •0(1 
 
 M'l, 
 
 1-1876, November 12th. The observed Meridian Altitude of the 
 Star ^ Ophiuchi bearing North was 45" 26' 0", height of the eye 
 10 feet. Required the Latitude. 
 
 2 -Deviation of the Compass. 
 
 U 
 
li! 
 
 t06 lamination Papers. 
 
 (7) ill the following table give the correct magnetic bearing of 
 the distant object, and thence the deviation : 
 
 Ship'8 head 
 
 by 
 
 •Standard Compsso. 
 
 Bearing of 
 
 distant object by 
 Standard CompaHS. 
 
 Deviation required. 
 
 North 
 
 N. SS-^ 0' W. 
 
 
 N. E. 
 
 N. 16 30 W. 
 
 
 EaHt 
 
 N. 13 10 W. 
 
 
 S. E. 
 
 N. 19 40 W. 
 
 
 South 
 
 , N. 41 30 W. 
 
 
 S.W. 
 
 N. 60 60 W. 
 
 
 West 
 
 N. «6 W. 
 
 
 N. W. 
 
 N. 61 30 W. 
 
 
 ! ' 
 
 II 
 
 f" 
 
 (8) With the deviation from the Curve at the end of the book, 
 give the courses you would steer by the Standard Compass to 
 make the following courses, correct magnetic. 
 
 Correct magnetic courses, N. N. E. ; N. 47 W. 
 
 (9) Supposing you have steered the following courses by the 
 Standard Compass, find the correct magnetic courses made from 
 the above deviation table. 
 
 Compass courses, N. E. ; South. 
 
 (10) You have taken the following bearings of two distant 
 objects by your Standard Compass as above ; with the Ship's head 
 at S. F., find the bearings, correct ma^/netic. 
 
 Compass bearings. West; North. 
 
 SET Mo. '4' 
 
 "A 
 
 I — Multiply 082 by 543*21 by common logarithms. 
 2 — Divide 73829 by 55-555 by ctmimon logaritiims. 
 
Examinatiwi Papen, 
 
 10- 
 
 3— 
 
 Hours. 
 
 c 
 
 2 
 3 
 4 
 
 5 
 6 
 
 7 
 8 
 
 " 9~ 
 iO 
 11 
 
 12 
 
 1 
 2 
 
 3 
 
 4 
 
 ~5' 
 
 6 
 7 
 
 8 
 
 9 
 10 
 11 
 
 19. 
 
 CoufHes 
 
 S20'* 
 
 E 
 
 J. 82 
 
 K 
 
 S 68 
 
 E 
 
 S 34 
 
 E 
 
 N 53 
 
 E 
 
 8 8 
 
 W 
 
 Knots. 
 
 "8~ 
 8 
 9 
 
 J_ 
 
 ~6~ 
 6 
 
 4 
 5 
 
 ~e~ 
 
 6 
 6 
 
 "I" 
 
 7 
 7 
 7 
 
 "6" 
 
 7 
 8 
 6 
 
 lOtha. 
 
 4~ 
 
 «5 
 
 1 
 9 
 
 2~ 
 
 4 
 i< 
 5 
 
 6 
 6 
 5 
 
 Winds. 
 
 "iTN^E" 
 
 L'way. Dev. 
 
 5 
 
 ~?r 
 
 4 
 2 
 9 
 
 ~rr 
 
 5 
 5 
 2 
 
 8 E 
 
 ss w 
 
 11 
 
 
 
 s w 
 
 13 
 
 8 Eby E 
 
 9 
 
 E8E 
 
 3 
 
 13 E 
 
 IdE 
 
 Remarks, &c. 
 
 A poiut 
 
 in Lat. BO" 20' S 
 
 Long, 40 27 E. 
 bearing by Cora-I 
 
 paKs I 
 
 N 8° W. i 
 
 Uit'. 14 miles. ' 
 
 Variation 37° W. i 
 
 9E 
 
 8 E 
 
 ?W 
 
 A current set > ] 
 by compass f ' 
 N73»W j 
 
 16 miles from thei 
 time the departure 
 was takeii until 
 the end ofthedav. 
 
 
 Correct the Goiirses for Dnviatinn, Variation and Lt^eway, and 
 find tho course and distance from tho jjiven Point, and the Lati- 
 tude aiid Longitude in by inspection. 
 
 4—1876, September 22nd. In longitude 60> i:V 30' W. The 
 observed meridian altitude of the Sun's Lowor Limb was 
 39" 19' 0" bearing South, index error - 0' 20', height of eye 19 
 feet. Required tho latitude. 
 
 Tj — In latitude 18" 1<VS. the Departure made good was 14 milrs. 
 Required the Difference of Longituie by parallel sailing. 
 
 (J— Required the course and distance from Panama to Holwirton, 
 by cahulation on Mercator's principle. 
 
 Lat. of Panama 8" 57' S Long. 79" 31' E 
 Lat. of Hobarton 42 54 S i.ong. 147 22 K 
 
 'Mr 
 
 ■i>l| 
 ill 
 
ijifS'i 
 
 Hi '• 
 
 108 
 
 Examination Papers. 
 
 ;# « 
 
 I — Find tho time of High Water A. M. and P. M. at tlie following 
 places : 
 
 1875, Jannary Htli, at Southampton. 
 '' February •20th, at Basrah Bar in long, -i?" 40' E. 
 
 •2— I87G, February loth at Oi' 30'" A. M. Appt. T. Ship, in latitude 
 :U'> 14' N., longitude 15" \W E. The Sun's Magnetic Amplitude 
 was S. E. by E. f R. Required the True Amplitude and Error 
 of the Compass, and supposing the Variation to be I3"0'W. 
 re([uii-ed the Deviation of the Compass for that position of the 
 Ship's head. 
 
 3—1870, April 20th at 2^ 2H>n P. M. mean time at Ship, in latitnde 
 I "50' N. longitude 78" 53' E. The observed altitude of the was 
 50" 55' 40", height of eye 20 feet. Time by a Chronometer 
 Hh 9m o« which v^'as slow for mean noon at Greenwhich 
 59'" 30" on November 12th 1875 and on November 30th 1875 
 was slow 59'" 59» for mean noon at Greenwich. Required the 
 Longitude by Chronome'er. 
 
 I--I876, August i8th Mean Time at Ship, at lOh 35"', in latitude 
 20" 15' 21' S., longitude, 93" 30' W. The Sun's bearing by 
 Compass N. by W., altitude 45" 10' 30". Height of the eye 
 18 feet. Required the True Azimuth and Error of the CompasH, 
 and supposing the Variation lo be 13" 40' E., required the 
 Deviation of th(! Compass for thai position of the Ship's head. 
 
 2—1876, April I5th P. M. at Ship; latitude by account 46" 45' S., 
 longitude 79" 30' E. The observed altitude of the Sun's L. L. 
 North of the observer was 32" 40' 10", height of eye 21 feet. 
 Time by watch 1^ 18'" 46» which had been found to be slow 
 5ii |4in |2« of apparent time at Ship. The dlHerence of longitude 
 made to the East was l5'-7 after the error upon Apparent Tina; 
 at Ship was detiMmined. Required the Latitude by the Re- 
 duction to the Meridian. 
 
 I — 1876, December 30th. The observed Meridian Altitude of the 
 Star of (A Geminorum bearing South was 58" 40' 0", height of 
 the eye 10 feet. Required the Latitude. 
 
Examination Papers. 
 *?. — Deviation of the Compass. 
 
 109 
 
 (7) In the following table give the correct magnetic bearing of 
 Ihe distant object and thence the deviation : 
 
 Ship's head 
 
 by 
 
 Standard Compass. 
 
 Bearing of 
 
 distant object by 
 
 Stiindard Compass. 
 
 Deviation required. 
 
 North. 
 
 S. 11<» 5 E. 
 
 
 n: E. 
 
 S. 45 E. 
 
 
 EftHt. 
 
 S. 4 40 W. 
 
 
 S.E. 
 
 S. 25 W. 
 
 
 South. 
 
 S. 9 46 E. 
 
 
 S. W. 
 
 8. 21 6 E. 
 
 
 West. 
 
 S. 23 60 E. 
 
 
 N. W. 
 
 S. 18 36 E. 
 
 
 (8) With the deviation from the Curve at the end of the book, 
 give the courses you would steer by the Standard Compass to 
 make the following courses, correct magnetic. 
 
 Correct magnetic courses, S. 50 W. ; South. 
 
 (9) Supposing you have steered the following courses by the 
 Standard Compass, find the correct magnetic courses made from 
 the above deviation table. 
 
 Compass Courses, West ; N. W. 
 
 (10). You have taken th(i following bearings of two distant 
 objects by your Standard Compass as above, with the Ship's head 
 at N. E.; tlnd the bearings, correct magnetic. 
 
 Compass bearings, S. W. ; East. 
 
 8ET No. 8. 
 
 I— Multiply if)742 by 96-732 by common logarithms. 
 2— Divide 74020(5 by 294-1 by common logarithms. 
 
110 
 
 Examination Papers. 
 
 <u: 
 
 iHonra 
 
 ConrHes 
 
 Knots 
 
 10 th». 
 
 Winds 
 
 L'way. 
 
 Dev. 
 
 Remarks, Ac. 
 
 1 
 
 SSCE 
 
 « 
 
 8 
 
 NEbyE 
 
 14" 
 
 8» E 
 
 A jioint 
 
 2 
 
 
 7 
 
 1 
 
 
 
 
 in Lat. 58° 15' N 
 
 3 
 
 
 6 
 
 6 
 
 
 
 
 Long. 145 37 W! 
 
 4 
 
 6 
 6 
 
 
 6 
 
 6 
 6 
 
 4 
 
 4 
 
 
 17 
 
 7E 
 
 bearing by compaKS 
 
 S46 E 
 
 Ditto. 
 
 N 89<» W. j 
 Dist. 27 miles. 
 
 7 
 
 
 6 
 
 & 
 
 
 
 
 
 8 
 9 
 
 
 6 
 ~6 
 
 5 
 4~ 
 
 
 
 I'W 
 
 : 
 
 North 
 
 ENE 
 
 11 
 
 Variation 30" E. j 
 
 10 
 
 
 6 
 
 3 
 
 
 
 
 
 11 
 
 
 6 
 
 8 
 
 
 
 
 
 12 
 
 
 5 
 
 7 
 
 9 
 2 
 
 
 8' 
 
 fsw 
 
 
 N45 W 
 
 NNE 
 
 2 
 
 
 7 
 
 5 
 
 
 
 
 
 3 
 
 
 8 
 
 2 
 
 
 
 
 
 4 
 
 
 8 
 6 
 
 7 
 
 
 
 26 E 
 
 A current set "» 
 by compass f 
 N E by E. 
 
 5 
 
 Eant 
 
 4 
 
 Ditto. 
 
 10 
 
 6 
 
 7 
 
 
 6 
 6 
 
 9 
 6 
 
 
 
 
 8 
 
 ^9~ 
 10 
 
 
 6 
 
 7 
 7 
 
 6 
 
 4 
 6 
 
 
 
 29W 
 
 15 miles from the 
 time the departure 
 was taken to the; 
 
 N67 W 
 
 North 
 
 6 
 
 11 
 
 
 7 
 
 9 
 
 
 
 
 end of the day. 
 
 li 
 
 
 8 
 
 - 
 
 
 
 
 
 Correct the Courses for Deviation, Variation, and Leeway, and 
 And the course and distance from the given Point, and the Lati- 
 tude and Longitude by inspection. 
 
 4—1876, November Ist. In longitude 76" OW. The observed 
 meridian altitude of the Sun's Upper Limb was 80" 40' 10" 
 bearing South, indtix eri-or + 2" 80', height of eye 22 feet 
 Required the latitude. 
 
 5 — In latitude 30" 19' the Departure made good was 421 miles. 
 Required the DifFerenco of Longitude by parallel sailing. 
 
 6 — Required the course and distance from Capo Finisten-e to the 
 Lizard, by calculation on Mercator's principle. 
 
 Lat. of C. Finisterre 42" 53' N. Long. 9" l.V W. 
 Lat. of Lizard 49" 58' N. Long. 5" 12' W. 
 
 *^ 
 '11 
 
N: 
 
 W 
 
 tans 
 
 i 
 
 the! 
 
 ture 
 the: 
 
 Examination Papers. Itl 
 
 I — Find the time of High Water A. M. and P. M. at the following 
 places : — 
 
 1875 August 1 2th at Valentia Harbor. 
 " May 1st at Portland U. S. 
 
 2—1876, September 22nd at G^ O™ P. M. Appt.T. Ship, in latitude 
 37o 12' N., longitude 0» 13' 30" W. The Sun's Magnetic Amplitude 
 was W. 4" 20' S. Required the True Amplitude p.nd Error of 
 the Compass, and supposing the Variation to be 17o 30' W. 
 required the Deviation of the Compass for that position of the 
 Ship's head. 
 
 3— 1 870, November 2nd at 8^ 44m a. M. Mean Time at Ship, in 
 latitude 38o 0' N. longitude 64« 5' W. The observed altitude of 
 the was 22o 39' 20" eight of the eye 15 feet. Time by a 
 Chronometer ll^^ lO"" 42» which was slow for mean noon at 
 Gi-eenwich 1** 45'» SB'* on May 13th and on May 18th was slow 
 \h 45m 32» for mean noon at Greenwich. Required the Longi- 
 tude by Chronometer. 
 
 and 
 ati- 
 
 vcd 
 
 10" 
 
 feet 
 
 lies. 
 
 the 
 
 1—1876, March 29th Mean Time at Ship 4^' 6™, in latitude 28o 20' S., 
 longitude 80" 45' E. The Sun's bearing by Compass W. 10« S., 
 altitude 21" 45' 30". Height of the eye 22 feet. Required the 
 True Azimuth and Error of the Compass, and supposing the 
 Vaiiation to be 10" 30' E., required the Deviation of the Com- 
 pass for that position of the Ship's head. 
 
 2—1876, August 14th A. I. at ship ; latitude by account IS" 40' S., 
 longitude 47» 36' W. 'ihe observed altitude of the Sun's L. L. 
 North of the observer was 59'> 54' 40", height of eye 22 feet. 
 Time by watch 2^ 49'" 7" which had been found to be fast 
 2h 48ni 5|8 of apparent time at Ship. The difference of longi- 
 tude made to the West was 48' -6 after the error upon Apparent 
 Time at Ship was determined. Required the Latitude by the 
 Reduction to the Meridian. 
 
 1—1876, February 24th. Thoobservwd Meridian Altitude of the Star 
 Gapella bearing South 89« 53' 50", height of the eye 19 feet. 
 Required the Latitude. 
 
I ,. 
 
 112 Examination Papers. 
 
 2 — Deviation of the Compass. 
 
 (7) In the following table find the correct magnetic bearing of 
 the distant object and thence the deviation : 
 
 8hip'8 Head 
 
 by 
 standard Compass. 
 
 Btviring of 
 
 distant object of 
 
 Standard Compass. 
 
 Derlation requireil. 
 
 1 
 
 North. 
 
 N. 82» 15' E. 
 
 
 N E. 
 
 N. 61 35 E. 
 
 
 East. 
 
 N. 58 10 E. 
 
 
 S. £. 
 
 N. 65 50 E. 
 
 
 South. 
 
 N. 78 I.' E. 
 
 
 8. W. 
 
 8. 83 55 E. 
 
 
 West. \ 
 
 8. 76 40 E. 
 
 
 N. W. 
 
 8. 82 45 E. 
 
 
 (8) With the deviation from the Curve at the end of the book, 
 give the ( urses you would stee" by the Standard Compass, to 
 make the following courses, correct magnetic. 
 
 Correct magnetic courses N. E, ^ N. ; S. 14° E. 
 
 (9) Supposing you have steered the following courses by the 
 Standard Compass, find the correct magnetic courses made from 
 the above deviation table. 
 
 Compass courses, S. E. ; N, E. 
 
 (10) You have taken the following bearings of two distant 
 objects by your Standard Compass as above, with the Ship's head 
 at East, find the bearings, correct magnetic. 
 
 Compass bearings, East ; N. W. 
 
 SET No. 4. 
 
 I— Multiply 28*4291 by 7'4395 by common logarithms, 
 2 — Divide 384444 by 85 by common logarithms. 
 
Examination Papers. 
 
 113 
 
 Hours 
 
 1 
 2 
 3 
 4 
 
 6 
 6 
 
 7 
 8 
 
 9 
 10 
 11 
 12 
 
 1 
 2 
 3 
 
 4 
 
 6 
 6 
 
 7 
 8 
 
 9 
 10 
 11 
 12 
 
 Courses 
 N~46»W 
 
 Nil W 
 
 N27 W 
 
 Knots 1 10 ths. 
 
 8 38 W 
 
 N 36 W 
 
 8 20 W 
 
 9 
 
 4 
 
 7 
 
 9 
 
 8 
 
 2 
 
 7 
 
 7 
 
 8 
 
 _ 
 
 8 
 
 — 
 
 8 
 
 — 
 
 8 
 
 - 
 
 8 
 
 — 
 
 8 
 
 6 
 
 9 
 
 — 
 
 9 
 
 - 
 
 9 
 
 - 
 
 9 
 
 - 
 
 9 
 
 7 
 
 9 
 
 7 
 
 10 
 
 ' _ 
 
 10 
 
 — 
 
 10 
 
 - 
 
 10 
 
 8 
 
 9 
 
 6 
 
 9 
 
 6 
 
 9 
 
 3 
 
 9 
 
 - 
 
 Winds 
 
 NNE" 
 
 West 
 
 Ditto~ 
 
 Ditto 
 
 L'way. Dev. 
 
 8"= 
 
 Why 8 
 
 Ditto 
 
 14'W 
 
 3E 
 
 Remarks, he. 
 
 11 I-3W 
 
 A point 
 in Lat. 62" 2r 8 i 
 Long. 82 36 W 
 bearing by compass 
 N 46" E. 
 
 Dist. 21 miles. 
 Variation 23" E. 
 
 11 
 
 7 W 
 
 16W 
 
 12W 
 
 A current set *» | 
 
 by compass j 
 8 30° W. 
 
 33 miles from tlie 
 time the departure 
 was taken to the 
 end of the day. 
 
 Correct the Courses for Deviation, Variation and Leeway, and 
 find the course and distance from the given Point and the Lati 
 tude and Longitude in by inspection. 
 
 4—1876, February 12th. In longitude 130" 34' W. The observed 
 meridian altitude of the Sun's Lower Limb was 6|ol3'20" 
 bearing North, index error - 1' 20", height of eye 10 feet. 
 Required the latitude. 
 
 5 — In latitude 57o 16' the Departure made good was 846-2. Required 
 the Difference of Longitude by parallel sailing. 
 
 6— Required th^ course and distance from Boston U. S. to Sable 
 Island. 
 
 Lat. of Boston U. S. 42" 23' N Long. 71o 8' W 
 Lat. of Sable Island 43 59 N Long. 59 46 W 
 
 
 10 
 
114 
 
 Examination Papers. 
 
 i# •.! 
 
 1 — Find the time of High Water A. M. and P. M. at the following 
 places : 
 
 1875, July 26th at Mellon. 
 " May 31st at Table Bay in Longitude 18«> 25' E. 
 
 2—1876, June 22nd at 8^ 29ni A. M. Appt. T. Ship, in latitude 
 54" 10' S., longitude 14o 22 W. The Sun's Magnetic Amplitude 
 was N. E. J E. Required the True Amplitude and Error of 
 the Compass, and supposing the Variation to be 8o W. required 
 the Deviation of the Compass for that position of the Ship's 
 head. 
 
 3—1876, September 22nd at 7^ 53™ A. M. Mean Time at Ship, in 
 latitude 18o 0' N., longitude 150" 0' W. The observed altitude 
 of the © was 28o 26' 40", height of the eye 14 feet. Time by a 
 Chronometer 5^ 55'" 0^ which was slow for mean noon at 
 Greenwich 1™ 14* on September 2nd and on September 22nd 
 was I *" 348 fast for mean noon at Greenwich. Required the 
 Longi;,iide by Chrononteter. 
 
 w 
 
 1—1876, April 9th Mean Time at Ship, at 7^ 55^ A. M. in 
 latitude 40o 10' S., longitude 88" C W. The Sun's bearing by 
 Compass N. 60" E., altitude IS- 39' 40". Height of the eye 9 
 feet. Required the True Azimuth and Error of the Compass 
 and supposing the Variation of the Compass to be 18" 15' E., 
 required the Deviation of the Compass for that position of the 
 Ship's head. 
 
 •2—1876, March Ist P. M. at ship, latitude by account 23<> 28' S. 
 longitude 50« 5' 45" E. The observed altitude of the Sun's 
 U. L. North of the observer was 74o 10' 0", height of eye 
 11 feet. Time by watch 8^ 47n» 50» which had been found to 
 be slow 3*» 18"» 22* of apparent time at Ship. The difierenceof 
 longitude made to the East was 17f' after the error upon 
 Apparent Time at Ship was determined. Required thv latitude 
 by the Reduction to the; Meridian. 
 
 1 — 1876, October 1st, The observed Meridian Altitude of the Star 
 ^Aquila bearing North was 24° 14' 15", height of the eye 
 1 1 feet. Required the Latitude. 
 
Examination Papers. 
 2 — Deviation of the Compass. 
 
 H5 
 
 (7). In the following tabl< give the correct magnetic bearing 
 of the distant object and thence the deviation : — 
 
 Ship's head 
 
 by 
 
 Standard Compass. 
 
 Bearing of 
 
 distant object by 
 
 Standard Compass. 
 
 Deviation required. 
 
 North. 
 
 8. 11«» 30' W. 
 
 
 N. E. 
 
 8. 18 48 W. 
 
 
 East. 
 
 8. 23 15 W. 
 
 
 S. E. 
 
 S. 20 30 W. 
 
 
 South. 
 
 8. 13 W. 
 
 
 8. W. 
 
 8. 3 46 W. 
 
 
 West. 
 
 8. 2 15 W. 
 
 
 N. W. 
 
 8. 3 30 W. 
 
 
 (8) With the deviation from the Curve at the end of the book, 
 give the cour&es you would steer by the Standard Compass to 
 make the following courses, correct magnetic. 
 
 Correct magnetic courses. W. f N. ; N. 62o E. 
 
 (9). Supposing you have steered the following courses by the 
 Standard Compass, find the correct magnetic courses made from 
 the above deviation table. 
 
 Compass courses. South ; S. W. 
 
 (I OK You have take the following bearings of two distant 
 objects by your Standard Compass as above, with the Ship's head 
 at North, find the bearings, correct magnetic. 
 
 Compass bearings, S. E. ; West. 
 
 SET No. 
 
 1— Multiply 128-968 by 22438 by common logarithms. 
 2— Divide 296400 by 947-29 by common logarithms. 
 
I '> 
 
 # •! 
 
 ^ 
 
 mf^ 
 
 »r-k 
 
 116 
 
 3-- 
 
 Examination Papers. 
 
 Honrs 
 
 Coarses 
 
 1 
 
 West 
 
 2 
 
 
 3 
 
 
 4 
 
 
 S 
 
 WN W 
 
 6 
 
 
 7 
 
 
 8 
 
 
 9 
 
 NW 
 
 ; 10 
 
 
 11 
 
 
 12 
 
 
 I 1 
 
 N N W 
 
 2 
 
 
 3 
 
 
 4 
 
 
 6 
 
 8 8 W J W 
 
 6 
 
 
 7 
 
 
 8 
 
 
 9 
 
 < Up 8 W by S 
 
 10 
 
 > Off S by E 
 
 11 
 
 
 12 
 
 
 Knots. 
 
 f~ 
 6 
 7 
 8 
 
 11 
 7 
 6 
 
 _7 
 
 ~8 
 8 
 7 
 6 
 
 10 ths. 
 
 6 
 8 
 4 
 
 7 
 9 
 
 4 
 
 Winds 
 
 South 
 
 8W 
 
 W8 W 
 
 6 
 4 
 4 
 3 
 
 3 
 3 
 3 
 3 
 
 West 
 
 L'way. 
 IPt. 
 
 Dev. 
 
 27°W 
 
 Ditto 
 
 Ditto 
 
 21W 
 
 16W 
 
 4 W 
 
 3 E 
 
 2 E 
 
 Remarks, Ac. 
 
 A point 
 in Lat. 20«> 16 8 
 Long 23 23 W 
 bearing by compass 
 8 E by E. 
 Dist. 21 miles. 
 
 Variation If Pt. E 
 
 A current set "J 
 by compass j 
 8 E. 
 
 17 miles from the 
 time the departure 
 was taken to the 
 end of the day. 
 
 Correct the Courses for Deviation, Variation, and Leeway, and 
 And the course and distance from the given Point, and the Lati- 
 titude and Longitude in by inspection. 
 
 4—1876, December Ist. In longitude 67o 56' E., the observed 
 meridian altitude of the Sun's Lower Limb was l8o 48' 10", 
 bearing South, index error — 3' 6", height of eye 18 feet. Re- 
 quired the latitude. 
 
 5 — In latitude IS" 11' S. the Departure made good was 110 miles. 
 Required the difference of Longitude by parallel sailing. 
 
 6 — Required the course and distance from A. to B. by calculation 
 on Mercator's principle. 
 
 Lat. of A. 51" 5'N. 
 Lat. of B. 5! 25 N. 
 
 Long. 10' O'W. 
 Long. 9 29 W. 
 
Examination Papers. 
 
 117 
 
 I— Find the time of High Water A. M.and P. M at the following 
 places : — 
 
 1875 July 1 1th, at Foynes Island. 
 " June 29th, at Dalhousie Harbor N. B. in long. 66° 22' W. 
 
 2—1876, August 6th at 6^ 40™ A. M. Appt. T. Ship, in latitude 
 31o 21' S., longitude 130o 10' E. The Sun's Magnetic Amplitude 
 was E. by N. f N. Required the True Amplitude and Error 
 of the Compass, and supposing the Variation tobeOo 0' required 
 the Deviation of the Compass for that position of the Ship's 
 head. 
 
 3 — 1876, September 1st at 8h 54™ A. M. Mean time at Ship, in 
 latitude 13" 17' 15" N. longitude 5" 40' W. The observed alti- 
 tude of the was 44° 2' 20", height of eye 18 feet. Time by a 
 Chronometer 9^ 24™ 42* which was slow for mean noon at 
 Greenwich O™ 18^ on May 22nd and on June 8th was fast l«n 2» 
 for mean noon at Greenwich. Required the Longitude by 
 Chronometer. 
 
 1—1876, November 1st Mean Time at Ship, at 8^ 27m A. M. in 
 latitude 16" 40' S., longitude 89" 3' E. The Sun's bearing by 
 Compass S. 85" E., altitude © 43" 3' 10". Height of the eye 
 12 feet. Required the True Azimuth and Error of the Com- 
 pass, and supposing the Variation to be 2" 30' W. required the 
 Deviation of the Compass for that position of the Ship's head. 
 
 2—1876, July 15th A. M. at ship ; latitude by account 36o 50' S. 
 longitude 570 2' 30" W. The observed altitude of the Sun's 
 L. L. North of the observer was 31" 18' 20", height of the eye 
 21 feet. Time bv watch 3*^ 44m 22» which had been found to 
 be fast i^ 7m 16» of apparent time at ship. The difference of 
 longitude made to the West was 11 J after the eri-or upon 
 Apparent Time at Ship was determined. Required the Latitude 
 bv the Reduction to the Meridian. 
 
 1 — 1876, August 22nd the observed Meridian Altitude of the 
 Star Tfi Eridani bearing North was 57o 36' 20" height of the 
 eye 12 feet. Required the Latitude. 
 
iiS Kcamiuation Papers. 
 
 2 — Deviation of the Compass. 
 
 (7) In the following table given the correct magnetic bearing 
 of the distant object and thence the deviation : 
 
 K:#' 
 
 Ship's head 
 
 by 
 
 Standard Compass. 
 
 Bearing of 
 
 distant object by 
 
 Standard Compass. 
 
 Deviation required. 
 
 North. 
 
 8. U* 40 E. 
 
 
 N. B. 
 
 N. 82 10 E. 
 
 
 East. 
 
 N. 80 19 E. 
 
 
 S. E. 
 
 N. 87 30 E. 
 
 
 South. 
 
 8. 79 60 E. 
 
 
 8. W. 
 
 8. 67 20 E. 
 
 
 West. 
 
 S. S» 40 E. 
 
 
 N. W. 
 
 8. 64 20 E. 
 
 
 '1' 
 
 (8) With the Deviation from the Curve at the end of the bocl:, 
 give the courses you would steer by the Standard Compass to 
 make the following courses, correct magnetic. 
 
 Correct magnetic courses. West ; E. by N. ^ N. 
 
 (9) Supposing you have steered the following coui-ses by the 
 Standard Compass, And the correct magnetic courses made from 
 the above deviation table. 
 
 Compass courses, N. W. ; Eajt 
 
 (10) You have taken the following bearings of two distant 
 objects by your Stant^ard Compass as above ; with the Ship's 
 head at West, And the bearings, correct magnetic. 
 
 Compass bearings, N. E. ; South. 
 
 BET No. O. 
 
 si; ' m 
 
 f! 
 
 1 — Multiply 4742-0 by 200-02 by common logarithms. 
 2— Divide 345609 by 7-7870 by common logarithms. 
 
Examination Papers. 
 
 119 
 
 Hours 
 
 1 
 2 
 
 1 ' 
 
 6 
 6 
 7 
 8 
 
 Courses 
 
 Knots 
 
 10 ths. 
 
 Winds 
 
 L'way. 
 
 Dev. 
 
 Srf 
 
 33W 
 18W 
 33W 
 «W 
 3TW 
 
 Remarks, kc. 
 
 E 11»N 
 
 8 
 9 
 9 
 9 
 
 2 
 
 6 
 2 
 
 7 
 4 
 4 
 7 
 
 N 11« E 
 
 8» 
 11 
 
 A point 
 
 in T.at. 30» 14' B. 
 Long. 1 10 W. 
 bearing by compass 
 
 S^E 
 Dist. 12 miles. 
 
 Variation 26» W 
 
 A current eel "1 
 byccupass f 
 8 W by W. 
 
 16 miles from ihe 
 time the di'parture 
 ..-as talien to the 
 end of ^he day. 
 
 B 8 B 
 
 8 
 8 
 8 
 8 
 
 N 34 E 
 Bast 
 
 9 
 10 
 11 
 12 
 
 N 24 E 
 
 9 
 9 
 9 
 9 
 
 10 
 
 10 
 
 9 
 
 9 
 
 4 
 
 14 
 
 1 
 3 
 3 
 
 4 
 
 E 8 B 
 
 S 
 
 6 
 5 
 
 S 14 B 
 
 8 
 
 i I 
 
 1 T 
 8 
 
 SHE 
 
 8 
 
 I 
 
 9 
 
 2 
 
 2 
 
 S 66 W 
 
 3 
 ~~0~ 
 
 9 
 10 
 11 
 12 
 
 8 67 E 
 
 10 
 10 
 10 
 10 
 
 6 
 
 Ditto 
 
 1 
 
 Correct the Courses for Deviation, Variation and Leeway, and 
 find the course and distance from the given point, and the Lati- 
 tude and Longitude in by inspection. 
 
 4— 1876 January 19th. Tn longitude 67o 30' W. The observed 
 meridian altitude of the Sun's Lower Limb wa8 49o24'10" 
 bearing South, index error + 0' 17", height of eye 13 feet. 
 Requir ,i the latitude. 
 
 5 — Required the course and distance from A. to B. by calculation 
 on Mercator's principle. 
 
 Lat. of A. 5o 37' N. Long. 79<» 36' W. 
 Lat. of B. 31 18 S. Long. 126 15 E. 
 
120 
 
 Examination Papers. 
 
 i — Find the time of High Water A. M. and P. M. at the following 
 places : — 
 
 1875, April 5th, at Peterhead. 
 " August 1st, at Hobarton in Longitude 147 22 E. 
 
 2—1876, March 20th at 6^ 2'n A. M. Appt. T. Ship, in latitude 
 31o 49', longitude 124" 9' W. The Sun's Magnetic Amplitude was 
 E. f S. Required the True Amplitude and Error of the Com- 
 pass, and supposing the Variation to be 8» 35' E. required the 
 Deviation of the Gornxjass for that positou of the Ship's head. 
 
 3_1876, December 24th at 2^ 45'" P. M. Mean time at Ship, in 
 latitude 0" 0', longitude 57o 21' F. The observed altitude of the 
 was 43o 55' 0", height of the eye 17 feet. Time by a Chro- 
 nometer Oh 18'n 29* which was fast for mean noon at Green- 
 wich lb 15m 22" on December 31st 1875 and on February 3rd 
 1876 was 1** 16™ 3" fast for mean noon at Greenwich. Required 
 the Longitude. 
 
 t_1876. May 21st Mean Time at Ship, at 6^ 0'", in latitude 
 29o 15' N., longitude 1300 45' E. The Sun's bearing by Com- 
 pass East, altitude 10" 21' 20". Height of the eye 12 feet. 
 Recjuired the True Azimuth and Error of the Compass, and sup- 
 posing the Variation to be 2'> W., required the Deviation of the 
 Compass for that position of the ship's h(.'ad. 
 
 2—1876, March iOth A. M. at ship ; latitude by account 49" 35' S. 
 longitude 51" 0' W. The observed altitude of the Sun's L. L. 
 North of the obsf rver was 39'> 21' 30", height of eyt; 22 feet. 
 Time by watch 11^ 12'" 42'* which had been found to be slow 
 4"" 30"* of apparent tinu) at ship. The din<'ren';e of longitude 
 made to the East was 40'*5 after the error upon Apparent 
 Time at Ship was determined. Hecjuired the Latitude by the 
 Reduction to th(> Meridian. 
 
 l_lH7r), March 4th The observed Meridian Altitude of the 
 Star P Orionis bearing South wfis 81" 42' 40" height of Ihe ey 
 26 feet. Required the J aiitud*'. 
 
The Sexlant. 
 
 m 
 
 5 — Deviation of the Compass. 
 
 (7) In the following table give the correct magnetic bearing of 
 the distant object and thence the Deviation : 
 
 Ship's head | 
 
 by 
 
 Standard Compass. 
 
 Bearing of 
 
 distant object by 
 
 StAndard Compass. 
 
 Deviation required. 
 
 North. 
 
 N. no 10' W. 
 
 
 N. E. 
 
 N. 22 60 W. j 
 
 East 
 
 N. 24 30 W. 
 
 
 S. B. 
 
 N. 20 6 W. 
 
 
 South. 
 
 N. 8 6 W. 
 
 
 s. w. 
 
 N. 3 «0 E. 
 
 
 West 
 
 N. 8 £0 E. 
 
 
 N. W. 
 
 N. 4 E. 
 
 
 I 
 
 (8.) With the deviation from the Curve at the end of the book 
 give the courses you would steer by the Standard Compass to 
 make the following courses, correct magnetic. 
 
 Correct magnetic courses, N. 82*" W ; E. ^ S, 
 
 (9.) Supposing you have steered the following courses by the 
 Standard Compass, find the correct magnetic courses made, from 
 the above deviation table. 
 
 Compass coui-ses. North ; S. E. 
 
 (10.) You have taken the following bearings of two distant 
 objects by your S' iidard Compass as above; witli the Ship's 
 head atS. W., find lie bearings, corn^ct magnetic. 
 
 Compass bearings, 8. W. ; East. 
 
 THE SEXTANT, 
 
 tbe 
 
 ey 
 
 TO KKAD THE BKXTANT. 
 
 114. Each long stroke upon the arc is a degree; eacb long 
 8U'uke upon the vernier is a minute. Divide (iO by the number 
 of divisions between the degrees oii the arc of your sextant, this 
 
 4w 
 
122 
 
 The Sextant. 
 
 will t(!ll you what it cuts to, thjit is, the value of each division ; do 
 the same with the divisions upon the vernier for the same 
 purpose. 
 
 115. Now see where the zero of the vernier cuts on the arc, 
 and read the value of the division immediately at its right hand ; 
 after which look carefully at the vernier and note which of its 
 divisions makes a straight line with a division upon the arc, read 
 the value of that division, and add it to what is shewn by the arc, 
 the sum will be the angle measured by the sextant. 
 
 no. To reail the Arc of Excess. — On tlie arc, read to the 
 division to the left hand oftbezero; now see where a division 
 upon the vernier makes a straight line with one upon the arc as 
 before, but in reading the value of this division you must count 
 the number of minutf.'s and seconds from the left hand division of 
 the vernier, that is, yor must reckon it backwards. 
 
 THB ADJUSTMENTS OF THE SEXTANT. 
 
 117. To set the Index Glass perpendicular to the Plane 
 
 of the Sextant. 
 
 Place the vernier about the middle of the arc; hold the Sextant 
 horizontally with the limb from you, and looking obliquely into 
 the Index Glass, see if the arc reflected in it, and the true arc, as 
 stMMi outside, appear in an unbroken line, if not, it is rectified by 
 the screws at the back of the glass. 
 
 118. To set tlie Horizon Glass perpentUcular t«) the Plane of 
 
 the Sextant. 
 
 Place the Zero of the vernier to the Zero of the arc, hold the 
 Sextant horizontally and see if the reflected and true horizons 
 appear in the same straight line, if not, turn the upper screw 
 upon the Horizon Glass until they do. 
 
 110. To set tlie Horizon Glass parallel to tlie Index GIoms. — 
 Place the Zero of the vernier to the Zero of the arc, hold the 
 Sextant perpendicularly, and see if the true and reflected horizons 
 appear in the same straight line, if not, turn the lower screw upon 
 thd Horizon Glass until they do. 
 
 120. To set the Axis of the Telescope parallel to the plane of 
 the Sextant. — Screw on the inverting telescope, and by turning 
 the eye piece makes two of the wires parallel to the plane of the 
 
The Sexlant. 
 
 \n 
 
 Sexlant ; then select two objects in the heavens (not less than 90" 
 apartl, and brinj^ them in contact upon the wire nearest the plane 
 of the Sextant, alter the position of the instrument a little, until 
 they are made to appear upon the upper wire, then if the contact 
 remains unaltered this adjustment is correct ; but if the objects 
 have separated, the inner end of the tt'^scope droops towards the 
 plane of the Sextant, and the upper screw upon the collar must be 
 slackened and the lower one tightened ; while if the objects 
 overlap one another, the inner end of the telescope is elevated 
 and the screws must be turned the reverse wav. 
 
 TO FEND THE IND'^v -^RROR, 
 
 121. By the sun. — Place the zero of the vernier about 40 mi- 
 nutes to the right of the zero of the arc and bring the tiue and 
 ««flected suns in contact, marking the reading off; then place the 
 zero of the vernier about 40 minutes to the left of the zero of the 
 arc, and again bring the true and reflected suns in contact, call 
 this reading on. Find the difference between the two readings, 
 and divide it by 2, this will be the Index Error, additive if o/Tis 
 the greateiU, but subtractive if it is the least. 
 
 Ex. 1 — IS'b, May 19th. The following observations were taken 
 by two sextants for the purpose of finding their respective errors 
 
 Reading off 32' 20" Reading off 29' ."0" 
 
 Reading on 31 00 Reading on 33 30 
 
 ) 1 20 
 
 2 J 3 40 
 
 Index error + 40 
 
 Index err(u* - I 50 
 
 l£a. If the above observations have been taken correctly the 
 sum of the readings off and on divided by 4, will be efjual to the 
 sun's semi-diameter, as given in the Nautical Almanac for the day 
 on which the observations were taken. 
 
 Ex. 2.— Check the observjttions taken in -Ex. 1 for Index Error. 
 
 Reading off 32' 20" Reading o/f 29' 50" 
 
 Reading on 31 00 Reading on 33 30 
 
 4 J 63 20 
 Semi-diameter 15 50 
 
 4 j 63 20 
 
 © Semi-diameter 15 50 
 
124 
 
 Mercator's Chart. 
 
 On May 1 9th the sun's semi-diameter as given in the Nautical 
 Almanac is 15o 50' -1. 
 
 123. By the horizon. — Place the zero of the vernier to the 
 zero of the arc, and bring the trne and reflected horizons in one 
 straight line, then what the sextant shows will be the Error, 
 ;idditive if the reading is o/7'the arc, but subtract! ve if it is on. 
 
 MERCATOR'S CHART. 
 
 Pi 
 
 TO FIND THE LATITUDE AND LONGITUDE OF ANY 
 
 PLACE. 
 
 124. To lind the Latitude. — With the compasses measure the 
 distance between the place and the nearest parallel of latitude ; 
 DOW place one foot of the compasses at the end of this parallel 
 (in the margin of the chart,) and let the other foot rest upon the 
 scale upon the same side of the parallel as the given place, this 
 when read, will be its latitude. 
 
 125.- To fiud the Longritude. — Measure the distance between 
 the place and the nearest meridian, and take it to the scale lying 
 at the end of your meridian, now in the same way as for the 
 Latitude read what this will shew, and the result will be the 
 Longitude. 
 
 Ex. \. — Find the Lat. and Long, of W«'st Point, Anticosti. 
 " 2.— " " Mount Desert Rock. 
 
 '' 3.— '' " Cape Race N. F. L. 
 
 "4.— " " Cape Canso Light. 
 
 " 5.— " '' Pictou Island Light. 
 
 TO FIND THE PLACE CORRESPONDING TO A GI\^N 
 LATITUDE AND LONGITUDE. 
 
 126. — Place one foot of your compasses on the given lat. as 
 shewn by the seal'*, and measure the distance between it and the 
 nearest parallel ; take your parallel rulers and having placed 
 the edge upon this parallel, movj* it in the direction of the gi\ en 
 lat. until it is at the distance shewn by the compasses from the 
 parallel ; now taking your longitude upon the scale, measure the 
 distance between it and the nearest meridian, and placing one 
 
Mercator's Chart. 
 
 nh 
 
 foot of the compasses upon the same meridian and afrainst the 
 edge of the rulers, then, where the other foot falls against the 
 edge (in the direction of the long.) will be the position required. 
 
 Give the soundings upon which the following Latitudes and 
 Longitudes fall. 
 
 I<ong. 57«> 38' W. 
 " 61 34 W. 
 " f)! 20 W. 
 " 56 27 W. 
 •' 56 44 W. 
 
 Ex. 
 
 1.1. 
 
 Li, 
 
 U 
 
 6.- 
 
 — Lat 
 
 47" 8' 
 
 N 
 
 7. 
 
 u 
 
 46 33 
 
 N. 
 
 8. 
 
 cc 
 
 48 53 
 
 N. 
 
 9 
 
 u 
 
 46 17 
 
 N. 
 
 0.- 
 
 u 
 
 45 17 
 
 N. 
 
 TO FIND THE COURSE AND DISTANCE BETWEEN 
 
 TWO PLACES. 
 
 127. To lliMl the Course. — Lay your rulers so that the two 
 places appear upon its edge, move the rulers to the centre of the 
 compass and the point upon which it lies will be the course; if 
 the compass is Magnetic the course found will be magnetic, but 
 if True the course will also be true, and may be brought into the 
 magnetic course by applying the variation the reverse way, that 
 is. East to the left and West to the right. 
 
 128. To And the Distance. — If the distance is not too long, 
 place a foot of the compasses upon each of the two places, and 
 take them to the scale at the latUudc side of the chart, and having 
 placed them so that their centre will be over the middle latitude 
 (roughly guessed) then the distance will be the number of miles 
 spanned by the compasses : if however, the distance is too long 
 to be taken at one stretch, find the rough middle latitude, and 
 over this, on the scale, take as many miles in your compasses as 
 you may find convenient, see how often this distance will go 
 between the two places, and measure off the remainder, if any, 
 and these distances taken together will be the distance required. 
 
 Find the Course and Distance between the following places. 
 
 Ex. 
 
 (( 
 
 t( 
 
 (( 
 
 tt. 
 
 From 
 
 Scatteri 
 
 to 
 
 12. 
 
 
 St. Pauls 
 
 
 13. 
 
 
 Miscou Light 
 
 
 14.— 
 
 
 Seal Island 
 
 
 15.— 
 
 
 Cape Rosier 
 
 
 16.— 
 
 
 Mount Desert 
 
 
 17.- 
 
 
 Lat. 50" 5' N. 
 Anticosti. 
 
 Lon 
 
 Cape Race. 
 North Point P. E. L 
 Amherst, Magdalen Islands 
 Truro Light, Cape Cod. 
 Cape Ray. 
 Seal Island. 
 Long. 58«56' W. to Heath Poiul, 
 
126 
 
 The Commercial Code of Signals. 
 
 Ex. 18.- 
 " 19.- 
 
 (( 
 
 20.- 
 
 From Lat. 43« 10' N Long. 62" 27' W. to Cape Ann. 
 " Lat. 45" 47' .. Long, 57<> 4' W. to St. Pauls 
 
 Island, S. W. point. 
 ^' Lat. 42o 24' N. Long. 56" 18' W. to Seal Island. 
 
 !i7' 
 
 h! 
 
 
 TO FINB THE POSITION OF THE SHIP BY CROSS 
 
 BEARINGS. 
 
 129. — Lay off your bearings from the points given, and 
 where the lines cut one another will be the position of the ship. 
 If the chart has a True Comijass only, the Variation and Deviation 
 must be allowed to the compass bearings in the same way as in a 
 Day's Work. 
 
 TO FEND THE POSITION OF THE SHIP BY TWO 
 BEARINGS OF ONE OBJECT. 
 
 130. Lay oil the bearings from the object observed ; placr 
 your parallel rulers upon the course steered during the interval, 
 and now with the distance run iu your dividers, slide your rulers 
 along the lines of bearings until one leg of the dividers falls upon 
 each line, then the points indicated will be the positions of th»' 
 ship when the bearings were taken. In finding your position by 
 this method, you should sail on until you have altered the 
 bearing of the object not less than three points. 
 
 TO FIND THE COURSE TO STEER IN A CURRENT. 
 
 131. Lay off in pencil the course it is required to make, have 
 a dot anywhere upon this line and from this lay off the current : 
 from the dot and along the line of cujTeut prick off the drift, and 
 now having the rate of sailing in your compasses, place one foot 
 at the end of the drift and mark where the other falls ujion your 
 line of bearing, lay the edge of your parallel rulers against 
 these two marks, and having taken it to the compass, you will 
 have the course required. 
 
 ■#l 
 
 J. 
 
 THE COMMERCIAL CODE OF SIGNALS. 
 
 132. Code Slipial. — When this is hoisted under the Ensign it 
 signiflGB that the vessel is using the Commercial Code, but if it is 
 hoisted singly it is then used as an "answer"!^ pennant," de- 
 noting that the last signal has been understood. 
 
' it 
 
 
 THE "COMMERCIAL CODE" OF 
 SIGNALS 
 
 PLATE M 
 
 Code Signal 
 
 As Code Signal it is j As Answering Pennant 
 
 hoisted under the Ensign it is hoisted where best seen 
 
 NC OATIVC 
 N O 
 
 ANSWtRING 
 PENNANT 
 
THE "COMMERCIAL CODE" 
 Exampleb 
 
 PLATE III 
 
 ATTENTION COMPASS WEATHER URQENT UROENT 
 
 IC 
 
 -aJB 
 
 f3 
 
 
 8heio your 
 Ensign 
 
 E. 8. E. Meteorological In distress Man 
 
 Report want assistance Overboard 
 
 a- S IT :E3 li ^ li 
 
 k HI 
 
 IS 
 
 / have not 
 
 seen the 
 
 land 
 
 
 Report 
 
 me all 
 
 well 
 
 F 
 
 Am I in 
 
 a good 
 
 berth 
 
 Longitude 
 22° 
 
 36' 
 
 QEOQRAPHICAL 
 
 ID 
 
 31 
 
 NATIONAL 
 VOCABULARY 
 
 ,-4- 
 
 NAME 
 
 MAN OF 
 WAR 
 
 NAME 
 
 MERCHANT 
 SHIP 
 
 Inform Repeat the H. M. S. Emfire Queen 
 Halifax If. S. Owner of my last signal Bellerophon of Ht.JohnN.B. 
 arrival made 16 guns off No, 46133 
 
The Commercial Code of Signals. 
 
 127 
 
 GLASSES OP SIGNALS. 
 
 133. Signals of a like nature have been grouped into classes, 
 and as these classes are made by hoists distinguished one from 
 the oth^r by the number of flags shewn as well as the name or 
 shape of the upper flag, you can, by this means, tell by the form 
 of the signal the nature of the communication made, although of 
 course, the actual meaningo'" the signal can only oe ascertained 
 Ity reference to the Code Book ; the distinctive forms of these 
 hoists are as under : — 
 
 134. One Flag Signals. 
 
 There are only two ol these, C " yes," and D " no." 
 
 135. Two Flag Signals. 
 
 Burgee uppermost. — An " Attention Signal." 
 Ex. I.— B. C— Show your Ensign. (See Plate III.) 
 
 Pennant uppermost. ~A " Compass Signal," except when 
 the under flag is W in which case it is a " Meteoro 
 logical Forecast " (or Weather Signal) mind this is 
 the only case where the name or shape, of an under 
 flag alters the class of the signal. 
 Ex. ':.-D H— E. S. E. (See Plate III.) 
 
 '• 3.— G W — Meteorological report for to-morrow gives 
 "Winds Variable" between the points 
 lindicated) (See Plate III.) 
 Square flag uppermost. — An " Urgent or Distress Signal." 
 Ex. 4.— N C — In distress; want assistance. (See Plate III.) 
 '•• 5. — H M — Man overboard. " 
 
 136. Three Flag Signals. 
 
 Any hoist of three flags, no matter how made up, is a 
 " General Signal." 
 6. — M Q R— I have not seen the land. (See Plate III.) 
 7.— B Q C— Report me all well. " 
 
 8.— L G M— Am I in a good ber»h? '* 
 
 9. — F P D— Longitude 22» " 
 
 10.— GWH— 36 minutes. " 
 
 137. Four Flag Signals. 
 Burgee uppermost.— X "Geographical Signal." 
 
 Ex. 11.— B Q N H— Halifax, N. S. (See Plate III.) 
 
 Pennant C. D. or F. uppermost. — A *' National Vocabulary 
 Signal :" that is, signals to be used only when speaking 
 your own countrymen. "Spelling Signals," which" are 
 
 Ex 
 
 u 
 
 u 
 
 u 
 
m 
 
 The Commercial Code of Signals. 
 
 used for spelling words or names not given in the Code 
 Book come into this class as well, they all haviri^^ C. 
 uppermost. 
 Ex. 12.— G J T K— Inform owner of my arrival. (See Plate III.) 
 Ex. 13.— D Q R T— Repeat the last signal made. " 
 
 Pennant G. uppermost. — ^The " Name of a Man of War." 
 Kx. 14.— G Q K S— Bellerophon 15 Guns. (See Plate III.) 
 
 Square Flag uppermost. — ^The " Name of a Merchant Ship." 
 Ex. 15.— V H F M— Empire Queen of St. John N. B. Official 
 
 Number 461 23, Ton. 1 1 74 (See Plate III). 
 
 BEADING SIGNALS. 
 
 138. By a Refereiice to the Code Book it will be seen that the 
 Signals are arranged in Alphabetical order, (as in a Dictionary} ; 
 they commence v/ith the Attention Signals, and then after using 
 up all the two flag hoists, proceed with the three flag, and then 
 the four flag signals. The Geographical Signals are found at the 
 end of Part I ; Part II is taken up entirely with, the Spelling, and 
 National Vocabulary Signals. Names of Men of War and Mer- 
 chant Ships are in a separate book. 
 
 Ex. IG. — Give the meaning of the signal B Q G 
 
 41 
 
 ii, 
 
 tc 
 
 17 
 
 (4 
 
 l( 
 
 
 D HQ 
 
 18 
 
 (( 
 
 (i 
 
 
 C L FT 
 
 19 
 
 (( 
 
 n 
 
 
 C T 
 
 20 
 
 i,. 
 
 u 
 
 
 B KS 
 
 21 
 
 iL 
 
 n 
 
 
 B H 
 
 22 
 
 «t 
 
 u 
 
 
 C I' BJ 
 
 23 
 
 tt 
 
 i( 
 
 
 D N 
 
 24 ■ 
 
 ii 
 
 (. 
 
 
 S F PM 
 
 25 
 
 .' 
 
 (( 
 
 
 B QMG 
 
 26 
 
 It 
 
 (k 
 
 
 F P K —H B D 
 
 27 
 
 it 
 
 u 
 
 
 WNQG 
 
 28 
 
 (i 
 
 »( 
 
 
 B QPG 
 
 29 
 
 (( 
 
 tl 
 
 G 
 
 R W-G T V-W B G 
 
 30 
 
 u 
 
 c 
 
 c 
 
 L F D-G B F R-C V N 
 
 TO MAKE A SIGNAL. 
 
 189, In Part 11 of the Code Book 'he leading words of phi'ascs 
 are arranged alphabetically; look out the one you want, and 
 underneath will be found one or more sentences bearing upon 
 
The Commercial Code of Signals. 1 29 
 
 this word, from which you can select the one which will suit 
 you best, and alongside will be found the Signal corresponding. 
 The names of places (to make a Geographical Signal) will be 
 found at the end of Part II ; to find a Ship's Signal Lettei-s, ontei- 
 the list in the separate book ivHh her o/ficia' number. 
 
 Give the Signal Letters corresponding to the following sen- 
 tences : — '^ 
 
 Ex.31— I have sprung a leak. 
 " 32— Tack instantly. 
 "■ 33— You ar(3 in a verv fair berth 
 '' 34— Quebec. 
 " 35— Keep on the starboard tack. 
 
 " '^^~'' Humming-bird" of Windsor N. S. Official Number 4H4(;-i 
 '' 37— N. by W. I W. 
 
 '' 39— 67 '^"^''' yo"i'Longitude,brought up to the present moment 
 
 " 40— You are in e dangerous or unsafe position. 
 
 '' 41— Signal is annuled. 
 
 " 42— You will be aground at low water. 
 
 " 43-'^ lona" of Pictou N. S. Official Number 43073. 
 
 " 44— Meteorological Report for to-day gives ''Moderate Winds" 
 
 in direction {indicaletl). 
 *' 4o— How much cable have you on I. 
 '^ 46— Great risk in sending a boat. 
 '' 47~5h 43'" 27». 
 
 " 48-H.M.S. -Royal Alfred." 
 " 49— Longitudt; 1 7" 20'. 
 " 50— John Smitb. 
 
 DISTANT SIONAL8. 
 
 140. Distant Signak are used when, through fog or distance, 
 the colors of the flags (-annot be distinguished. The charactcu-i^tic 
 ot one of these hoists is that there is alwavs not less than one ball 
 m It, con8e(fuently when a ball is seen in tin- formation of a signal 
 the names of the flags are not to be token into consideration, you 
 have simply to look at their shape, and notice them only as mung 
 cither Square Flags or Pennants. In making a signal, the hoist 
 representing each lett^-r must be run up separately, so that for a 
 General Signal, three distinct hoists would have to be made, and 
 
 17 
 
l:{0 The Commercial Code of Signals. 
 
 then u ball will be run up to show that the Signal is completed. 
 When a mistake has been made, two balls are run up, this annuls 
 the preceding hoists. 
 
 141. The following is an easy plan for (^ommittmg the Dis- 
 tant Signals to memory. Learn them as they are placed below, 
 that is, without attending to the balls : — 
 
 Pennant and Square Flag... B .1 Q 
 
 Square Flag and Pennant.... G K R 
 
 Two Pennants D L S 
 
 Two Sqiiare Flags .- F M T 
 
 One Pennant G N V 
 
 One Square Flag HPW 
 
 Now when a signal is made, the group to which it belongs 
 will immedi'itely come to the recollection, and then by noticing 
 the position of the ball, the actual signal will at once become 
 known, because, if the ball is uppermost it will be the first letter 
 of the group, if in the middle (or in the case of two balla, if they 
 are divided) it will be the middle one, and the last one if the ball 
 is at the bottom. Thus, suppose the signal made to be a pennant, 
 ball and pennant, then the group to which two pennants belongs 
 is D h S, and the till being in the middle shew^ the signal to be 
 L. If the signal had been two pennants and a ball, then the place 
 of the ball would have given the signal as S. 
 
 142. Sl^ulflcation of Distant Hlguals when made HiuKly* 
 
 which will be indicated by the ^^stop'' followhig each hoist. 
 B — Asks name of ship or signal station in sight. 
 G— Yes. 
 D— No. 
 
 F — Repeat signal, or hoist it in a more conspicuous place. 
 G — Gannot distinguish your Flags. Gome neartM* or make Dis- 
 tant Signn Is. 
 H — You may communicate by tlie Semaphore, if you please. 
 T — Stop, or bring to. Something important to communicate. 
 K — Have you any Telegrams or Despatches for me ? 
 L — Want a Pilot. Gan I have one ? 
 M— Want a Tug. Can 1 have one ? 
 N — What is the Meteorological Forecast. 
 P — Calls attention to the Signal Station in sight. 
 
 Q — Vessel asks for orders by Telegraph from owner, Mr. at 
 
 H— Report me by Telegraph to my owner Mr. at 
 
The Commercial Cfide of Signals. \ ;f| 
 
 ALPHABET FOR COMPOSING DISTANT SIGNALS. 
 
 Prepsratire 
 
 Answering. 
 
 k 
 
 and 
 
 Stop after each complete Sigoal. 
 
 B 
 
 Annul Signal. 
 
 r| m\ t| 
 
 Hg p^ w| 
 
 Th,. following Dislaol SiKual. ,.,oo,pc.se,l or r,„„ S,„nl,.,>, |,„„ 
 the »|i«,!ml 8p,.dll(«lioii iiidicaiod hRnwIh. 
 
 To« «r« running Fire, or Leak. Want Sliort Of P.„^l.l„„. ^ 
 into danger. immodl«t,H»iHi«tauoi. > .fj ij"*"""-. Agmun.l. Want 
 
 »rving. i«inodiatt'aMlMUii!«t. 
 
132 The Commercial Code of Signals. 
 
 S — Send the following message by Telegraph. 
 T — Send the following message, by the Signal Letters through the 
 Telegraph. 
 
 V 
 
 W 
 
 143. Ill addition to the above the following Distant Signals 
 have the special signification indicated. 
 
 One Ball Preparative, Answering, and "Stop" 
 
 after each complete signal. 
 
 Two Balls Annul Signal. 
 
 Ball and Pennant , You are running into danger. 
 
 Ball and Square Flag... Fire or Leak. Want immediate assistance. 
 
 Pennant and Ball Short of Provisions. Starving. 
 
 Square Flag and hall.. Aground. Want immediate assistance. 
 
 SEMAPHORE SIGNALS. 
 
 " '■ 
 
 144. These are made from the shore stations, arms in different 
 positions b(nng substituted for balls and flags ; thus, taking the 
 N. and S. line of the compass to represent the signal mast, then a 
 square tlag will be represented by an arm in the direction of 
 N. E., a ball by one on the East line, and a pennant by one at 
 S. E. Thus : <i> oiw. 
 
 G 
 
 t 
 
 Ball. 
 
 Square Flag. 
 Pennant. 
 
 So that according to the position of the arms, you read the 
 signal as balls, pennants., or square flags, and interpret them the 
 same as if they were pistant Si^na^s. As St^maphore Stations 
 sometimes telegraph one another, you have only to pay attention 
 to them when the disc at the top of the mas., is tui'ued towards 
 you. 
 
The Commercial Code of Signals. 
 
 133 
 
 THE "COMMERCIAL. CODE OF SIGNALS '» VERSIFIED, 
 
 Now, as you read this lesson in rhyme. 
 Scan well each flag, ' t is no waste of time : — 
 Just see if perchance I've made a mistake 
 In describing color, use, or shape : — 
 By doing thus, you'll keep from error, 
 And learning Flags will lose its terror. 
 
 When the Code Pennant in its stripes of white and red pendant"' 
 Is seen flying quite alone, — say, at the mast head, 
 Then as the " Answering Pennant" it is intended 
 To say, " Your hoist is seen, and is comprehended." 
 
 But when under the broad Ensign it proudly flies, O"**" I'ennant 
 Then is quite changed its meaning, for it now implies 
 "On board this ship the Commercial Code is in use 
 For questions and answers, courtesy and abuse." 
 
 Should you think you know the Commercial Flags 
 
 [at sight 
 
 Skip the following six verses, and you'll do right^— 
 
 When blues and '"eds,whites and yellows hold a lev6e, 
 
 You' 11 And with shapes and colors they' re very heavy. 
 
 B is swallow-tailed, all red, 't is called the "Burgee;" ^^* ^'••"* 
 Next in order are Pennants four, C, D, F and G, 
 C has a red ball which from a white ground shows 
 
 [clear, 
 D is of dark blue, with a white ball in its rear. 
 
 F shows a white ball in a field of bright red hue, ^<w*« Pi««»' 
 While G's in two parts, one yellow, the other blue ; 
 Remember them well, for 't is an important part 
 They play in this very pretty Signalizing Art. 
 
 Each flag following now, perfectly square is its 
 
 [shape : 
 
 H with cne half red, the other white as snow-flake ; 
 
 J in blue, white and blue, horixontally true ; 
 
 K in vyrtical halves of yellow and blue ; 
 
! I 
 i i 
 
 134 
 
 The Commercial Code of Signals. 
 
 L is quartered alternately yellow and blue ; 
 
 M also blue, bears the white cross of St. Andrew ; ■ 
 
 Chequered blue and white, N shows as the wind 
 
 [blows it ; 
 P is the " Blue Peter," well each seaman knows it. 
 
 Q's the yellow flag that's hoisted in Quarantine ; 
 On R's red ground St. Ge rge's yellow cross in seen ■ 
 8 is a little blue square, with a big white border ; 
 T the tricolor which keeps Frenchmen in order ; 
 
 V is all white except a red cross : there's a bull 
 Quietly inserted to keep my line full ; 
 Ws a little red square bordered with white, 
 With a blue frame all round it to keep the parts ti<j;ht. 
 
 C " Yei." 
 D 'No." 
 
 Attention 
 Bignftl. 
 
 But this Code has advantages left 
 Of which other Codes are (|uite bereft, 
 For by a glance at the hoist you guess 
 What a Signal intends to express. 
 
 Thus, if alooe. Pennant C's flying, 
 Pleasant " Assent " 't is signifying ; 
 But D's dark pennant singly waving, 
 Shows a stern " No " yuii now nro bmving, 
 
 Three kinds of hoists are of two flags made, 
 Each known by the upper Flag displayed, 
 So when uppermost flies the " Burgee," 
 An "Attention Signal" it will be. 
 
 OompusSignai When a pennant is topmost bent, 
 
 A '' Compass Bearing or Course " is meant, 
 MBteoroiogioal Except wheu W is below 
 
 For«OB»t. ™ ,, , , ... , , , 
 
 Tells how the wind s expected to blow. 
 
 Uwnt Signal. But any square flag having the lead. 
 
 Shows danger, distress, or urgent need, 
 
 So quick with the book, and see what's ther«' 
 
 And bear a hand and relieve their care. 
 
The Commercial Code of Signals, 
 
 135. 
 
 Now, of a very large class we'll treat : 
 Where any three flags the eye will meet, 
 "General Signals" they are really 
 For they treat of all things nearly. 
 
 [jatitudes, longitudes, wants, wishes, 
 Kvery thing's there, even to fishes ; 
 Thus you see if sought for with due care, 
 All things needful will be given there. 
 
 General 
 Signals. 
 
 Four classes of four-flag hoists remain, 
 By their top flags distinguished again. 
 That where uppermost floats the Burgee 
 Names some port, place, river, land or sea. 
 
 No Signal Book made can give all things — 
 The names of the Smiths, Browns and Tomkins, 
 So to spell at length with A, B, C, 
 Four flags having G atop 't will be. 
 
 Oeographioal 
 Signal. 
 
 SpeUing 
 Signal. 
 
 Where at the head G, D or F flies. 
 Each Nation its own meaning supplies ; 
 From English to English, then all's right, 
 But English to Dutch! 't is nonsense quite. 
 
 National 
 
 Vooabulary 
 
 Signal. 
 
 Where above the whole, G floats wavy, 
 Ft names one of our brave old Navy, 
 Perhaps some big looming Iron-clad 
 That would send our foes " all to the bad." 
 
 Name of a Man 
 of War. 
 
 Now for the last, but far from the least, 
 One Signal more before I have ceased : 
 Four flags, the square one being over. 
 Names a rich Merchant Ship or Rover. 
 
 Name of a 
 Merchant Ship 
 
 Stop a moment, for it 'a very needful 
 Of Distant Signals to be heedful ; 
 Colors now are of no importance, 
 But shapes rule letters in accordance. 
 
 OUtant 
 Signal*. 
 
136 
 
 Preparatory 
 Sigmali. 
 
 AnswerliiK 
 Signal- 
 
 Annul Hignal 
 
 k^ 
 
 i ' 
 • 
 
 1 
 
 fiii 
 
 
 1 
 
 j 
 1 
 
 ! 
 
 ( 
 
 t 
 
 M ' 
 
 The Commercial Code of Signals. 
 
 Now, as in these signals, each letter 
 Is hoisted by itself, ' t is better 
 Not to use this Code when you 're lazy, 
 But only just when things look hazy. 
 
 A single Ball at a vessel's peak 
 Implies "Prepare, I 'm going to speak; " 
 But after the hoists have upward run, 
 A single Ball tells " My Signal 's doini. " 
 
 « 
 Then, when his signal you comprehend, 
 
 A single Ball to your halliards bend ; 
 But if you see him two Balls flying, 
 To mend a mistake now he 's trying. 
 
 Now mind, to make these "Signals Distant," 
 Two of each — Ball, Square Flag Pennant, 
 Is all the bunting on deck required, 
 Now we want shapes^ of colors we 're tired. 
 
 A Pennant and a Square Flag gives B, J or Q, 
 According to the way the Ball is seen by you ; 
 Over the flags 'tis B, between them, it is J, ' 
 
 But Q is designated 'f it under lay. 
 
 A S(iuare Flag and a Pennant 't is easy to show. 
 By Ball on the top, in the middle, or below. 
 Makes G, K or R ; and so by the Balls places 
 Two Pennants in like fashion D, L or S is. 
 
 Again the Ball tells you which letter it will be 
 When two Square Flags signifies it's F. M or T : 
 (hie Pennant with two Balls will give G, N or V, 
 But with two Balls now a slight differencethere' 11 be. 
 
 The two Balls on top gives G, when divided it's N ; 
 Both below^l is now V, — to this you must listen, 
 For then you '11 see how two Balls and a Flag will 
 
 [show 
 H, P or W, just according as these two Balls go. 
 
 ;llll 
 
The Commercial Code of Signals. 
 
 Now that the Semaphores are fixed on land, 
 We 'U try their lingo to understand ; 
 Quite easy of interpretation 
 You'll find this kind of chatteration. 
 
 When from your sight the disc is hidden, 
 Some long-shore friend to gossip 's bidden ; 
 But when the disc is to you abreast, 
 Your close attention is then in request. 
 
 It 's a Ball when the arm straight out lies, 
 But a Flag if upward it should rise ; 
 A drooping Pennant will be expressed 
 When slanting downwards the arm's at rest. 
 
 Now, these moving arms translating, 
 Balls, Pe.inants, Flags, you now are making ; 
 Read these hoists, as in the Distant Code, 
 And see, you 've conquered this other mode. 
 
 Now, having shorn these Flags of all their mysteries 
 And given you fully their secret histories. 
 With an imaginative eye, pray see me now. 
 With the very utmost respect making my bow. 
 
 137 
 
 Semaphon) 
 SisnaU. 
 
 William C. Seaton. 
 
 18 
 
138 
 
 Masting and Rigging. 
 
 MASTING AND RIGGING. 
 
 146. In the present day, when a vessel in port is either 
 getting rigged for the first time, or is undergoing any extensive 
 refit, the work is mostly carried on by a gang of riggers and con- 
 sequently officers have but little opportunity of studying this 
 branch of their profession. But independently of the great value 
 a thorough knowledge of masting and rigging must have, in 
 many situations in which an officer in charge may be placed, the 
 Board of Examiners have made a f;nniliarity with this subject, an 
 essential part of their test of a man's fitness to hold a certificate 
 of competency. In entering upon it here, it will behest, therefore, 
 to begin at the beginning — let a vessel be sup^^osed to bo just off 
 the stocks, and that she is lying at anchor in the stream, having 
 her spars towing alongside all ready for getting aboard. In the 
 situation in which the vessel is placed, it will be necessary to get 
 up a pair of sheers wii-h which to step the masts, consequently 
 with this, work must commence. 
 
 lir 
 
 t!^ 
 
 THE SHEERS. 
 
 146. Selection of spars. — To get at the length of spar required, 
 plumb the hold from the upper side of the mast hole to the keel- 
 son, and measuring from the heel, run this distance off upon the 
 mainmast, now the length of the remaining part of the mast will 
 give the hoist your sheers must have ; to get this, vou must 
 choose a spar about a quarter longer than the required Koist, and 
 see that it carries its size well up, and is free from spauls and 
 flaws. 
 
 147. Taking ill and Ri^^nug. — Lay your spars alongside with 
 their heels or butts forward, and if you are in a small vessel, you 
 can sling skids over the side to keep the spars clear of the chan- 
 nels and then parbuckle them on board, letting their after ends 
 rest upon a spar, placed athwart ship from rail to rail, and far 
 enougii forward to give the head of the sheers sufficient hoist for 
 raising them. But if you are in a large ship, carrying topgallant 
 bulwarks, the weight o. the spars if parbuckled aboard, may 
 possibly break them in, you had better therefore rig a couple of 
 small derricks, in this way :^take a small spar, clove hitcli the 
 bight of a hawser round its smallest end to be used as guys and 
 above this lash a good lulf-tackie ; now place the heel of the spar 
 against the con bings of the hatchway, close to a deck ringbolt, 
 and catch a turn of a lashing through the ring, then take one part 
 of the guy forward and the other aft. Hook the tackle to the side 
 and raise the derrick, hauling the guys well taut, when it is high 
 
Masting and Rigging 
 
 139 
 
 and 
 
 } with 
 
 I. you 
 
 chan- 
 
 itr ends 
 
 md tar 
 
 oist for 
 
 gallant 
 
 may 
 
 uple of 
 
 tch the 
 
 ys and 
 
 le spar 
 
 igbolt, 
 
 ne part 
 
 le side 
 
 is high 
 
 enough, unhook the tackle and overhaul it over the side ; rig 
 another derrick in precisely the same way. 
 
 When ready, lash a derrick tackle to each end of the sheer leg, 
 and thus hoist these spars aboard, and launch them aft. Take 
 your derricks aft., and lash the heads of them together so that 
 they may form a small pair of sheers ; when they are secured, 
 witn the derrick tackles hoist up the small ends of the masting 
 sheers into the crutch of the derrick sheers and get their heels 
 square. Lash the heads of the sheer legs together with a figure of 
 eight lashing ; having done this, open out the heels of the sheers and 
 place each upon a good stout hardwood shoe. Secure your mast- 
 ing purchase over the lashing of the sheers, so, that one half the 
 turns of the lashing will go over each horn of the sheers, and give 
 it drift enough to let the block well clear. You can easily tell 
 the upper from the lower block of this purchase, because the 
 upper one should always be fitted with two long legs and a lash- 
 ing eye, while the lower one has only an ordinary strop with a 
 large eye at the lower part, through "which to pass the lashing 
 when securing it to the mast. Now having tne upper block 
 secured, get guys, by middling a couple of hawsers and making a 
 clove hitch at tHe bight of each ; place the hitch over the heels of 
 the sheers and run them up rather over two-thirds of the distance 
 from the heel to the lashing and there jamb them taut. Lash a 
 good luff tackle to the foremost horn of the sheers, and call this 
 the truss tackle ; clap on a couple of tackles to each heel of the 
 shee'-s, and let one of these lead forward and the other aft, these 
 are called heel tackles. 
 
 148. Baisiug Sheers. — Rouse taut the after hoti tackles; 
 reeve the masting purchase (commencing with the middle sheave) 
 and taking the lower block away forward, toggle it across the 
 forehalch; now snatch the fall to a block toggled through the 
 hawsepipe, take it to the windlass and heave away. As soon as 
 the shetu's are nearly erect, catch a slack turn with the after guys 
 and for(! heel tackles, also be prepared to stt^'uly taut the fore ,niys. 
 Come up the purchase, and scje if the block will [)lumb the mast- 
 hole, if not, make it do so by sl;icking the ne(H!ssary guys; after 
 which, look round nnd see that yi)ur lujel tackles and guys are 
 hauled well taut and are properly seciu-ed. 
 
 14». ShittliiK: HhcerH. — Althoufjli shifting or taking down 
 sheers immediately after getting them U[). does not fall iiito the 
 natural order of events, yet it is taken luu-e so that all work 
 appertaining to the sh(M'rs may be kept together. Wet the deck 
 on the fore side of the slieers so that the shoes may slip more 
 easily. Ease away tlu; after guys, until the lu^ad of the sheers is 
 canted well forward ; now haul away upon th(> fore heel tackles 
 and when th(» sheers are n(>arly in the position reciuired, tak(* a 
 turn with the after guys, and belay wIkmi the lower block 
 plumbs the nuisthole. 
 
140 
 
 Masting and Rigging. 
 
 150. Taking down sheers. — Get your sheers alongside the 
 mast, and keep the topping tackle hooked on forward to prevent 
 the heads of the sheers from falling aft. ; send down the main 
 
 fmrchase, lash each sheer leg to the mast h ;ad, cast off the head 
 ashing and hoist each spar singly over the side. 
 
 TAKING IN A LOWER MA8T. 
 
 151. la flush decked vessels, the mizenmast is the first spar 
 taken in, because when all the masts are stepped, the sheers are 
 then upon the fore side of the foremast and this latter spar can be 
 used to support the head of the sheers, wl. : they are canted 
 over to take in the bowsprit. But in the case of vessels having a 
 house abaft, so made, that there is not room enough for the 
 sheers between it and the bulwarks, then the mainmast should 
 be the first to be stepped, and by drooping the sheers aft, the 
 mizenmast could be taken in, while the mainmast could then be 
 used to take off the extra strain upon the sheers, which an opera- 
 tion of this nature would entail upon it ; but in such a case, care 
 must be taken to have the sheers of an extra length, for not only 
 would the droop aft lessen their hoist, but they must be lorig 
 enough to pass clear of the mainmast head, otherwise, you would 
 have to take thei.T down and re-rig them, to get them into positio 
 for taking in the foremast. Again, where a ship has a lon^ 
 iopgallant forecastle, reaching well up to the foremast, then as 
 his spar must necessarily be taken in on the fore side of the 
 
 sheers, it must be taken in the first, so that there may be nothing 
 m the way of transporting them aft. As in the following des- 
 cription of taking in masts, a particular case must be chosen, we 
 will supposv. that the vessel under our iiands is flush decked. 
 
 152. Get the mizenmast alongside with its head aft and fore 
 side up. Starting from the heel, measure off the depth of hold 
 upon the mast, and lash the lower purchase block about two feet 
 above this mark, using a narrow lashing with riding turns ; make 
 fast the truss tackle to the lower part of the cheeks ; when ready, 
 hoist on end, and as the mast-liead appears above the rail, lash a 
 couple of gantline blocks to the tenon. Continue heaving on end 
 until the hoel is very nearly over the rail, when a heel-tackle 
 must be lashed on and taken away aft, upon the same side that 
 the mast is coming in upon ; steady it well taut, so that when the 
 mast is fi-ee from the ship's side, it can be kept from swinging 
 across the deck and perhaps knocking the sheer leg off its shoe. 
 Having got the mast inboard, get it pointed to the partners, 
 steadying well taut the truss tackle as it is being lowered away ; 
 when nearly upon the keelson, wipe the tenon dry and give it a 
 coat of tar o"r white lead, after which the mast can be landed into 
 its place. Shift the sheers forward (149) and take in the main- 
 
Masting and Rigging. 
 
 141 
 
 mast and then the foremast in the manner just described for the 
 mizenmast. 
 
 TAKING IN A BOWSPRIT. 
 
 153. Ha ing just taken in the foremast, the sheers are sup 
 posed to be upon the foreside of that mast. Dip over the truss 
 tackle and take it forward, and it will now take the name of the 
 topping tackle. 
 
 Take the masting purchase away aft and secure it in the fore 
 hatchway, and by it ease away the heads of the sheers, at the same 
 time rousing on the fore heel tackles, until, having got the sheers 
 far enough forward to permit the head to plumb the fore part of 
 the stem head, make fast the heels to the stanchions. Secure the 
 fore guys aft, while the after ones shonld be taken to the foremast 
 head and rove through two good top blocks (lashed one on each 
 side of the mast), and then taken as far aft as the length of these 
 guys will permit; after which, have the heel tackles, more espe- 
 cially the forward ones, steadied well taut. Get the bowsprit along- 
 side with its head forward, and mark off upon it tlie length from 
 its bed to the outside of the knight heads sling or lash the lower 
 purchase block about two or three feet ilside this mai-k, accord- 
 ing whether the stem projects much oi little, that is to say, the 
 lashing should come about a foot outside the stem head ; mak'^ 
 fast the topping tackle to the bees. Hoist away upon the spar, 
 and when high enough, point it through the bowsprit port, top 
 up upon the topping tackle and so launch it inboard, having a 
 heel or bedding tackle, if necessary, to assist in rousing it afi. 
 Should it happen that the vessel has a long forecastle deck, the 
 head of the sheers may not be able to go far enough forward, to 
 enable the bowsprit to be pointed into the port; in such a case, get 
 a spar, having a tackle and guy upon its outer end, rigged out 
 upon the side opposite to that upon which the bowsprit is being 
 taken in ; hook trie inner block to the main purchase and heave 
 it out until the bowsprit can be pointed. Again, where! the head 
 of the sheers cannot be thrown sufficiently forward, it maybe 
 impossible to heave the bowsprit up, it will then be best to rig a 
 derrick upon the fore side of the sheers making the latter its prin- 
 ciple sui.port. Having the bowsprit bedded, unrig your sheers 
 .(150). 
 
 TAKING A MAST OUT. 
 
 154. The sheers for this purpose will have to be rigged 
 similarly to that used for taking a mast in, but the spars will bo 
 sent up singly. Place the heel of one of the sheer legs opposite 
 the mast to be taken out, and having set a hardwood shoe under 
 it, secure it well, to prevent its slipping. Reeve a hawser through 
 your top block, make it fast to the head of the sheer leg, and hoist 
 
!i \k 
 
 I! i i > f 
 
 Ii2 
 
 Masting and liigr/ing. 
 
 away until you have get the spar against the mast, to which it 
 will have to be temporarily secured; proceed in like manner 
 v.'ith the other sheer leg and then lash the heads together with a 
 figure of eight lashing, haul taut your fore and aft guys, rig the 
 masting purciiase and lash its lowei- block to the mast about a 
 couple of feet abovt; the deck. Now rig a belly gantline, thus : 
 select two topblocks of suilicient tiwallow to take i. small hawser 
 and at al)out where the sheer guys are secured, hinh one of these 
 blocks to each of the sheer legs ; reeve the end of the hawser 
 through one of tne topblocks, from forward aft, take it round the 
 aft side of the mast and then through the block upon the opposite 
 side, leading both parts well forward. The use of this latter 
 gantline is, that it forms a parrai for the mast to travel through, 
 which prevents any injury being done to the deck or the mast 
 combings, neither does it require the continual slacking of the 
 truss tackle as the mast goes up on end. When the mast is clear 
 for lifting, heave round upon the main purchase and when the 
 heel of the mast is clear of the deck, lower away handsomely 
 upo'i the truss tackle and belly gantline. It will be as well to 
 leave the sheers stanalug until the new mast is take>i in, when 
 they can be sent down (150), 
 
 ' THE BOWSPRIT. 
 
 155. Gaiunioiiiu^. — In most vessels of the present day, the 
 gammoning of a bowsprit consists merely of a band and screws, 
 a iltting vdiiiih presents no diliiculty in its attachment. But if 
 this is re(iuired to be rigged in tlie olr' style, take the gammoning 
 chain and secure one end to the gammon port in the stem-head, 
 then have it passed roiuid the bowsprit, up to port and down to 
 starboard, vvoi-kiug ouavards with tne turns, and>etting up each 
 turn separal(dy with a spaiiish windlass; when all the turns are 
 passed iVap Lhem together. After this, set up the bobstays and 
 bowsprit shrouds '^ I U7). 
 
 150. Cap. — To jilace the bowsprit cap, rig a triangle under the 
 bows, by letting the inner ends of Ihi^ spars rest upon the rail 
 •viiile the outer ends ar(^ sluug to the bowsprit Jiisl in the wake 
 of the cap tenon ; now get a spar with a tackh; attaclunl Lo its 
 head, secure its lower >H\il to one of the spars I'orniing the triangle, 
 and pass a lashing whiuu it comes up alongside the h.^es. Bring 
 the cap in a boat under the bows, sling it, and iioisting it up, place 
 
 it upon the tenon of the liovvs[)iil 
 it can be eased out with a line. 
 
 Should the cap br on 
 
 place 
 deck, 
 
 FITTINtl ItllUJINCi. 
 
 157. (JultliiK. —In llie absence of any rigging plan, obtain the 
 length of the slaiboard foremost shroud of each mast, thus : send 
 
Ma'fiirq and lUgging. 
 
 143 
 
 the 
 
 orlho 
 rail 
 wake 
 Ut its 
 
 angle, 
 IJriiiji' 
 [ilac-u 
 deck, 
 
 ihi Iht' 
 stnul 
 
 a band aloft witli a piece of houseline, let him take its end up 
 Ihreugti the top upon its starboard side and passing it round the 
 fore part of the mast, place the end about the centre of the port 
 side of the masthead ; now take the other end of the line, and 
 haul it taut down to the upper part of the lower deadeye, and this 
 t»trctch of line will represent the length of the foremost swifter 
 upon the starboard side. Lay off this lengtJi upon the rigging 
 loft ,iOor, or any other flat surface and drive in a spike at both of 
 ils extremities. Now give the shroud rope a good stretch and then 
 flemish coil it round the spikes, after which cut the whole of the 
 coil tiirough at the point abreast of the inner end of the coil, and 
 in this way will be got the length of each pair of shrouds for the 
 mast whose measure has been taken ; the inner fake being the 
 starboard fore pair, the second inner one being the port pair, 
 and so on in alternation until each pair of shrouds is named. If 
 there snonld not be any place to coil the rope down in this 
 manner, then taking the length of the starboard fore pair as a 
 standard, the port fore pair v/ill be longer than it by twice the 
 diameter of the rope, the starboa id second pair by four diameters, 
 the port second pair by eight diameters, and so on doubling for 
 every succeeding pair of shrouds. 
 
 158. Eyes. — The size of the eye of the starboard fore pair of 
 shrouds, is one and a quarter times the size round of the mast- 
 head ; and the eye upon each following pair of shrouds is two 
 diameters of the rope, that is, two breadths of a seizing, greater 
 than that upon the shroud preceding it. 
 
 159. \Voruilns» parcellliitf anrt servinff* — The shrouds being 
 cut to their [)roper length, get them upon a slack stretch and pro- 
 ceed to worm them, this should be done with the lay of the rope. 
 In parcelling, always conimeiK-e with the pitrt that will lie btdow 
 and work upwards, thus : start upon the end part of the ro[)e and 
 finish at the crown, and following the same i)i'inciple, in naicell 
 ing round the deadeye, comineiu'e at the centre and work 
 outwards, towards the end on one side and the bight on the other 
 Having completed tne iiarcelliug, get the rope well on tlit^ stretch 
 and serve it agriust the lay of the rope. 
 
 lOO. Dead ©yes. — Parcel round th" score of Hie deadeye, 
 then turn a kink with the sun if the rope is right handed, tnl 
 against the sun if it should be left lumded ; now j)ass the throat 
 seizing and afterwards the ([uaiter and I'lid seizings. M.tke a 
 Matthew Walker knot ut the (Mid of the lanyard, and reev(> it 
 through the deadeye so that tli(> kiiDt shall come inside upon the 
 hole in the upjier deadeye; nearest to the end of the shroud, this 
 will be the fore hole njion the starboard side and the alter hole 
 u[»on the port side. Hut in reeving lauyaids for new rigging, 
 thiy should be rove; full oil" the coil and cut when steadied taut 
 by the single purchase, conseiiueiitly they must then be rove 
 
frrf- 
 
 144 
 
 Masting and Ringing. 
 
 back-handed, that is, starting from the after hole of the lower 
 deadeye upon the starboard side, and the fore hole upon the port- 
 side, the knot will be made when the line is passed through the 
 last hole. This plan saves considerable waste of rope. 
 
 161. Marking slirouds. — When completed, shrouds are dis- 
 tinguished one from the other by their having a knotted tail put 
 upon the centre of the eye ; this tail hits one knot upon the star- 
 board fore pair of shrouds, two knots upon the port fore pair, 
 three knots upon the starboard second pair, and so on, when it 
 will be seen, that all the odd numbers of knots will be iipon the 
 starboard shrouds and the even numbers upon the port. The tails 
 should be made of spunyarn for the fore and mizen rigging, but 
 of houseline for the main. 
 
 162. Topmant rigging. — Measure from half way round the 
 topmast head, at just above the hounds to the lower edge of the 
 fid-hole and this will give half the length of the starboa/d fore- 
 mast shrouds, increase this by two diameters of the rope and the 
 length of the next pair will be arrived at, and by following the 
 same rule of increase the length of each succeeding pair of shrouds 
 will be found. The length of the starboard backstay will be from 
 half way round the mast down to the lower dead eye, the port 
 backstay wih be twice the diameter of the rope longer. The size 
 of the topmast rigging should be three-fifths that of the lower 
 rigging, while the size of the backstays will be a quarter larger 
 than the lower rigging. 
 
 163. Topgallant rigging. — No general rule can be given for 
 the measurement of the topgallant rigging, so much depending 
 upon the way it is set up. If upon the crosstree legs, then its 
 length would be froni the hounds to the heel of the topgallant 
 mast ; but if it sets up to a spider band round the topmast, then its 
 length will be from half vvjiy round Iht topgallant masthead to a 
 point lying one-third from the lower edge of the topmast cross- 
 trees towards the upp(!r edge of the lower cap. 
 
 BENDING UP THE TKE8TIJ2TKEE8. 
 
 164. — Having the fore ends of the masthead gantlines on 
 deck, take out tlu; after '•hock of the tn^stletrees and then stand 
 them up deck on the foi-e side of the mast, with Ihe fore part down 
 and the under pait l(>auing against the niasl. Beiul on the lines 
 to the fore part, slopping tluMii at intervals un llunr way up to the 
 upper part of the Irestlelrees: now sway up and wh(»n tlu( upper 
 pari ol llie trestletr(«es are above the ('heeks. cut the upper stops 
 and haul well taut, then the lower stops are to \w cut and the 
 trestletrees will launch gradually aft in their place ; send up flie 
 aft»'r chock, let it into its place and bolt il. 
 
Masting and Rifjgiuff, 
 
 145 
 
 lea OH 
 stand 
 , down 
 H lineB 
 tolho 
 nppor 
 stops 
 [id tlu' 
 m> the 
 
 GETTING TOPS OVER THE MASTHEAD. 
 
 I(t5. — Taking the mizen top fust, start by standing it upon 
 the fore side of the mizenmast, with its fore rim on deck and the 
 under part against the mast. Pass the fore ends of the masthead 
 gantlines along tlie under side of the top, and make them fast, 
 well apart, to the fore rim, stop them to each crosstree, closing 
 them in as the upper part of the top is approached, so that when 
 completed the Hues will appear something like this A- Bend on 
 tripping lines to the leg of each after crosstree and one also to 
 the fore rim of the to[), using in this latter case the after end of 
 one of tiie gantlines fi'om the mainmast; row sway »ip, and 
 when the first sto.. is chock up to the block, cut it and steady 
 tiuit all the tripping lines ; in this way, cut each i.top in successioii 
 until the lubb(;rs hole is over the ma.sthead, or if it only gets 
 partially over it can be helped by keeping a good strain upon the 
 after tripping lines and hauling in upon the fore ones. When the 
 top is ov6r the masthead, lower it into its place, after which send 
 up and stop tlie bolsters ; a coat of tar or white lead ought to be 
 "•iven the masthead in the wake of the top and bolsters. The main 
 and fore tops are sent up in a similar manner, except that for the 
 convenience of a masthead tripping line, it is customary to semi 
 them up upon the after side of tlieir respective masts, when of 
 rourse they will have to stand on deck upon their after edges, and 
 the masth(>ad tripping line must lead from aft and be bent on the 
 after rim, while the other two lines are made fast to the fore ends 
 of the crosstrees. 
 
 PLACING IX>WER R JGING. 
 
 100. Tar the niastliead in the way of the rigging and C(»ver 
 live bolsters witb wi'll tarred canvass. On (hither side of th(? inner 
 iiart of the middle crosstree. secure a single block with a go<>'< 
 line rove tlirongh and bend it on to lln^ starboai-d foreniii 
 shrouds, atalumt a third of tlnMlistauce down from the <'ye ; stop 
 it also U) the eye, well up. Sway up. and when the eye of the 
 rigging is in liand, cut the stop, and lianl again chock up, the 
 men in the top at the same time guiding the eye of the shroud 
 over the nuisthead and settling it well into its place. Each pair 
 of shrouds is sent up in like inanner. The shrouds being np, the 
 Slav is siMil aloft, two gantlines being used, so that the legs (»f the 
 slay may come up upon their respective sides of the masthead. 
 
 SETTING UP IX)WEIl RIGG1N<}. 
 
 l«7. BolMtAyH and llowHprit-Hlicoiuln. — Having got some 
 heavy weight sliing to the end of the bowsprit, set these np with a 
 lulVup(Mi InlV. The double block of a InlV tackle is honked to a strop 
 upon the bobstay and the si^igle block hook d to the lanyard ; 
 the fall is now led through a leading block on the? bowsprit and 
 
 19 
 
m> 
 
 it i 
 
 lit 
 
 III 
 
 ( ' > 
 
 ■U- 
 
 146 
 
 Masting and Rigging. 
 
 coming in upon the forecastle, the other hiff is put upon it. After 
 the bobstay set up the bowsprit-shrouds. 
 
 108. Stay, — Get a slight pull on the rigging just sufficient ^,o 
 get it settled down upon the masthead. Proceed to set up the stay 
 by getting a tackle on each side of the masthead, in a line with 
 the stay ; secure the lower blocks to the stay below the collar, 
 heave well taut, and take in the slack of the collar by heaving in 
 upon the turns of the eye lashing with a Spanish windlass. 
 
 169. Shrouds. — Now having finished with the stay, get tlio 
 lower rigging set up for a full due. It is customary to use a run- 
 ner and tackle for this purpose, the tackle being attached to Iht; 
 mt'sthead and the sfanding part of the runner to the rigging, 
 whi' the single block of the runner is rnadc fast to the lanyard, 
 wli n latter should be well greased, so that it may slip easily 
 through the holes of the deadeyes. 
 
 TOPMAST, LOWER CAP AND TOPMAST CROSSTREES. 
 
 lYO. Get the spar alongside with its head forward and the 
 after part up. Lash a good topblock to the louver trestletrees. 
 reeve the mast rope through it, from aft, forward, and then take 
 it through the sheave of the topmast, carrying the end to the 
 topmast head where it is secuied with a clove hitch. The hauling 
 part of the mast rope is racked to the standing part about one 
 third down from the head, passing the two first turns round the 
 mast to keep it from slipping ; heave on end until the masthead 
 is pointed through the trestletrees, when the clove hitch at tln^ 
 masthead is to be cast oiT and made fast to the lowermast head. 
 Hoist the cap into the top and pla/e it athwartships, so that its 
 round hoU; is over the scjuare hole of the trestletrees ; the topmast 
 is now hove up through the cap until the latt(M' can be lashed to 
 the topmast head ; a spar with slue ropes is nut into the fid-holci 
 and then the topmast is swayed up until tlu! under part of the 
 cap is above the topmast head, wIumi the topmast is slued round 
 and lowered until the cap is fitted into its place. Now shift the 
 block from the li(!stletrees to the lowermast head, cast off the 
 racking and hoist on the topmast until three or four feet of it is 
 above the lower cap. Lash a couple of gantlines on the topmast 
 head, and making them fast to the fore part of the crosstrees, land 
 the crosstrees upon the after part of tne lower cap, with their 
 after part down and the iinder side resting against the topmast, 
 at the same time stopping the after horns loosely to the lower can; 
 have also a line from each of the after crosstrees to guide them in 
 falling into their pUn;e. Now lower awaj the toi)mast and as it 
 goes down the (crosstrees will fall into place Heave away upon 
 the topmast until the crosstrees are clear of the lower cap, wnen 
 the topmast is to be fitted with its rigging, by first placing the 
 bolsters, then the rigjrfinir, starboard backstay, port backstay, 
 
 I , 
 
ifasting and Rigging. 
 
 147 
 
 lopmast stays and lastly the jib stay and lift strops. Send the mast 
 up into its place and iid it. 
 
 TOPGALLANT MAST. 
 
 171. Having sent the topgallant mast up, the general rule is 
 t') place the grommet on the masthead and then placf, in the 
 following order, the stay,rigging, backstays, lifls and jewel blocks ; 
 when this rule is deviated from, it is only when a fore and aft 
 sail is set upon the stay, in which case the stay goes on last. 
 
 GETTING YARDS ALOFT. 
 
 172. Lower Y'^ard.— Lay the lower vard alongside, with that 
 yard-arm forward which will be of a diflerent navne to the side * 
 of the ship upon which it is taken in. Lash a good stout tackle to 
 the topmast, justabo/e the lower cap, overhaul it over the side and 
 secure it to the lower block forward of the sling band, sway away 
 and land it icross the rail. Get a tackle from the lower stay and 
 made it fast to the middle of the yard, hook on the lifts, and 
 secure the yard-arms with a preventer brace (any line will do) : 
 now hoist away, keeping a good strain upon the stay tackle so 
 that the arms of the truss may be kept clear of the mast ; when 
 high enough, secure the yard with the slings, truss it, peak it and 
 hook on the brace pennants. 
 
 173. Tr^^ sail Yard. — This is sent aloi'l by a yard rope rove 
 through the masthead sheave hole, which, after being made fas! 
 to the slings, is stopped to the quarter and yard arm. He/ive it 
 ou end until the; upper yard arm is above the cap, when th(^ brace 
 pennants and lifts are hooked on ; cast olF the yard-arm stop, the 
 other yard-arm is then hoisted above th(f top and rigged, when 
 the yard is lowennl crossed and parralled. Should the topsail 
 yard be a heavy one, a gun tackle purchase shoi'ld be used fcr 
 sending the yard aloft, securing the block to the slings of the 
 yard, and wnen the yard is W(41 above the cap, secure the lifts, 
 then lower away and steady taut the braces. 
 
 174. Topgallant Yawl. — Is se-it aloft much in the same way 
 as a light topsail yard, having also two stops, one on the upper 
 (|uarler of the yard and the other on llu; yard-arm. When the 
 yard-arm is hoisted above the crosslrec^s, cast olF the yartl arm 
 stop and place the gear on in the following order ; foot rop(\ 
 brace, and then the lift, finally stopping the whole on the yard- 
 arm. 
 
 175. In sending down toi)gallant yards, the main should be 
 sent down on the starboard side, while the fore and mixen are 
 sent down to port and so placed in the rigging. 
 
iHF 
 
 148 
 
 I li It! 
 
 tlit 
 
 11 
 
 i-IM 
 
 Mostiiif) and liigging. 
 STOWAGE. 
 
 17«. Examination of hold. — Before going below, see that all 
 the mast and pnmp coats are secure and in good condition. When in 
 the hold, examine the limbers and see that there are neithei- dirt 
 nor chips either there or in the well. Look to the iron fastenings 
 in the wake of the channels ; then nnder the deck and transom 
 for leaks, also make sure that the ends of the chain are secured 
 round the mast, close under the deck. 
 
 177. Dunnag^e. — Lay the dunnage athwartships. If the vessel 
 is flat bottomed, she should carry about four inches more in the 
 wings than on the floor; while if she is sharp bottomed, the 
 greatest quantity of dunnage will he required amidships. 
 
 178. Arranprenient ofcar^. — In a general cargo place the 
 heavy goods and those the least liable to injury at the bottom ; 
 the light goods should go in the upper tiers. Articles such as 
 silks and perishable commodities of a like nature should be 
 stowed away aft. 
 
 179. Bale {[roods. — Amidships stow them on their flats with 
 their marks and numbers uppermost, but when in the wings let 
 I hem be upon their edges, keeping them well off the side by 
 dunnage. 
 
 180. Cotton. — For this cargo ballast will be necessary, the 
 amount of course depending upon the build of the ship ; but 
 as sometimes as much as 20 tons per 100 tons register is re- 
 iiuisite, care must be taken that a sufficient quantity be laid in. 
 When the bales come on board, see that none are wet or even 
 damp, for bales in such a condition got heated and would be 
 liable to take fire during the voyage. 
 
 181. Iron, railH or bars. — Have the bottom w«'ll dur.naged, so 
 that th(;re may not be a risk of any claims for damage from sea 
 water. With railway iron the first tiers are laid loosely fore and 
 aft, until they rise an inch or so above the k(>elson, when having 
 a good floor to work upon, lay the remaining rails diagonally and 
 well apart, protecting the sides of the vessel by lails laid fore and 
 aft, with their flanges against the skin. The last two tiers should 
 be laid fore and aft, so that a platform may Ix; made for shoreing 
 it down, thus : get planks athwartships on the top of the iron, 
 and place a sufficient number of shores betwi^en tiie planks and 
 the deck beams, taking the precaution to cleat all the shores both 
 to the planks and the beams. 
 
 182. MolasneH. — Should the cargo consist wholly of molasses, 
 it is advisable to commence the stowage amidships, alongside the 
 )umpwell, working towards each end so as to have the breakage 
 ore and aft. Do not tJike in over four heights ; stow tin; casks 
 )ilge and contline, bung up and bilge free, with good beds well 
 quoined off under the tjuarters. Have a vent hole at the side of 
 
 
Masting and Rigging. 
 
 149 
 
 the bung of each cask, otherwise the cask may burst from the 
 fermentation during the voyage. 
 
 183. Petroleum. — In some ports it is customary to stow 
 petroleum bilge and bilge, an exceedingly dangerous practice ; 
 and further, having as a consequence to carry a much larger 
 proportion of dunnage, the ship cannot take any thing like the 
 quantity of cargo she ought to. 
 
 184. Ore. — A vessel carrying this cargo, not only requires to 
 have it slowed well up, but also that it should be kept at some 
 considerable distance from her sides. The hold is prepared by 
 building a good strong platform upon the keelson, bilge and 
 sister keelson ; a bulkhead is built upon both sides of this plat- 
 foim well secured with shores against the ship's side and the deck. 
 
 LLOYD'S RULES FOR THE STOWAGE OF MIXED 
 
 CARGOES. 
 
 Pripared by Hbnrt C. Cuapmah & Co., Agent/or lAoydt, Liverpool. 
 
 185. Owners, Commanders, and Mates of ships, are considered 
 in law in the same situation as common carriers, it is therefore 
 necessary that all due precautions bo taken to receive and stow 
 cargoes in good order, and deliver the same in like good order. 
 The law holds the shipowner liable for the safe custody of the 
 goods when properly and legally received on board in good order, 
 and for the '' deliv(!ry " to parties producing the bill of lading. 
 The captain's blank bill of lading should be receipted by the 
 warehouse keepei-, or person authorised to receive tri:' contents 
 Goods are not unfreij uMilly sent alongside in a damaged state, 
 and letters of indemnity given to tliR captain by the shippers for 
 signing in good order and condition ; this is nothing more or less 
 than conniving at fraud ; fine goods are also often damaged in 
 the ship's hold by lumpers, if permitted to use cotton hooks in 
 handling bales. All goods must be received on board according 
 to the custom of the port where the cargo is to be taken in; and 
 the same custom will regulate the commencement of the respon- 
 sibility of the mast«'r and owners. 
 
 180. Hemp, tlax, wool, and cotton, should be dunnaged 9 
 inches on the floors, and tlie upper part of the bilge ; the wing 
 bales of the second tier kept 6 inches off the side at lower corner, 
 and 2J inches al the sides. Sand or damp gravel ballast to be 
 covered with boards. Pumps to be frequently sounded and 
 attended to. Sharu bottomed ships one-third less dunnage in floor 
 and bilges. Avoid horn shavings as dunnage from CalcutUi. 
 
 187. Oil, wines, beer, molasses, Uir, &c., to be stowed bung 
 up ; to have good cross beds at the quarters (and not to trust to 
 hanging beds) ; to be well chocked with wood, and allowed to 
 
150 
 
 Masting and Rigging. 
 
 lilil 
 
 i U]\ 
 
 i!|f 
 
 I 
 
 stow 3 heighfs of pipes or butts, 4 heights of puncheons, and 6 
 heights of hogsheads or half-puncheons. All moist goods and 
 liquids, such as salted hides, bales of bacon, butter, lard, grease, 
 castor-oil, &c., should not be stowed too near "dry goods," 
 whose nature 's to absorb moisture. Shipowners have often to 
 pay heavy damages for leakage in casks of molasses, arising from 
 stowing too many heights without an intervening platform or 
 'twixt decks. From Bengal, goods also are frequently damaged 
 by castor-oil. 
 
 188. Tea and flour, in barrels; flax, clover, and linseed, or 
 rice, in tierces ; coffee and cocoa, in bags; should always have 
 9 inches, at least, of good dunnage in the bottom, and 14 to the 
 upper part of the bilges, with 2i inches at the sides; allowed to 
 stow 6 heights of tierces, and 8 heights of barrels. All ships above 
 600 tons should have 'twixt decks or platforms laid for these 
 • argoes to ease the pressure — <;aulked 'twixt decks should have 
 «cuppers in the sides, and 2J inches of dunnage laid athwartship, 
 and not fore-and-aft ways, when in bags or sacks ; and when in 
 boxes or casks not less than 1 inch. Rice, from Calcutta, is not 
 unfrequently damaged by indigo, for want of care in stowing. 
 
 189. Entire cargoes of sugar, saltpetre, and guano, in bags, 
 must have the dunnage carefully attended to, as laid down for 
 other goods. Timber ships are better without 'twixt decks if 
 loading all timber or deals. Brown sugar to be kept separate 
 from white sugar, and both kept from direct contact with salt- 
 petre. 
 
 190. Pot and pearl-ashes, tobacco, bark, indigo, madders, 
 gum, &ic., whether in casks, cases, or bales, to be dunnaged in 
 the bottom, and to the upper part of the bilg(?s, at least inches, 
 and 2^ inches at the sides. 
 
 191. Misi^ellaneous goods, such as boxes of cheese, kegs and 
 tubs of lard, or other small or slight-made packages, not intended 
 for broken stowage, should be stowed by themselves, and 
 dunnaged as other goods. 
 
 192. Barrels of provisions and tallow casks, allowed to stow 
 t) heights. All metals should be slowed under, and separated 
 from, goods liable to be damaged by contact. 
 
 1911. All manufactured goods, also dry hides, bales of silk, 
 or other valuable articles, should have 2^ inches of dunnage 
 against the side, to preserve a water-coiu'se. Bundles of sheet- 
 iron, rods, pigs of copper or iron, or any rough hard substance, 
 sliould not ne allowed to come in coritact with bales or bags, or 
 any soft packages liable to be chafe(J. When mats can be procur d, 
 they should be used at the sides fo*i,8ilk, tea, *ic. 
 
 194. Tar turpentine, rosin, Aic, to have flat beds of wood under 
 the (luarters, of an inch thick, and allowed to stow () heights. 
 
Masting and Rigging. 
 
 151 
 
 195. Very frequent and serious loss falls on Merchants on the 
 upper part of cargoes, particularly in vessels that bring wheat, 
 corn, tobacco, oil-cake, &c., arising from vapour damage imbibed 
 by wheat, flour, or other goods, stowed in the same vessel with 
 turpentine or other strongscented articles ; the shippers are to 
 blame for such negligence, for not making due inquiry before 
 shipping. 
 
 190. Ships laden with full cargoes of coal, bound round Cape 
 Horn or Cape of Good Hope, to be provided with approved venti- 
 lators, as a preventative against ignition. 
 
 NoTK. — ShipperK abroad, when thep know that their cargoes will be stowed 
 properly, will givo h preference, and at higher rates, to such commanders of 
 ships at will undertake to guarantee the dunnage. The American shipowners, in 
 the stowage uf mixed cargoes in large ships, have, from experience, discovered 
 what "pressure" flour barrels, provision casks, Ac, will bear, and so avoid recla- 
 mations for damage if otherwise properly stowed ; hence, in large ships aBove 
 600 tons, with dimensions exceeding in length 4} times the beam, and 21 feet 
 depth of hold, orlop decks will come into general use, so as to relieve the pres- 
 sure, by dividing a ship's hold like a warehouse, into stories. A large ship, called 
 the ' Liverpool," which left New- York in December last, with an entire cargo 
 of flour, has never since been heard of; it is supposed the lower tier of barrels 
 gave way under the pressure, and the cargo having got loose, shifted in a gale of 
 wind, and cr.psized the vessel. Ship's cargoes for Insurance, will also become a 
 matter of special agreement between merchant and ship-owner, and merchant 
 underwriters, and the premiums vary according to the dunnage agreement. The 
 stowage and dunnage must stand Ai, and is often of more importance than the 
 class of the vessel, as experience has proved. When ships are charttsred for a 
 lump sum, the draught of water should be limited, as it not unfrequently happens 
 that brokers insert a clause that coals are not to be considered as dead weight, 
 in order to All the ship up in a case of goods tailing short, to make up the 
 cha'tered freight All packages, l)aleH, and cases, not weighing more than 
 26 <.'wt. to the cubic ton measurement, are designated as light freight. — Lloyd's 
 May, 1851. 
 
 MONTREAL, &c.,— STOWAGE OF GRAIN CARGOES 
 
 LIoydN iiiHtriictloiiN to Masters autl Mates. 
 
 197. No ship e.xceeding 400 tons register can be entirely 
 loaded with grain i i b\ilk ; and all e.xceeding 400 tons register may 
 take two thirds ot the cargo of grain in bulk, and one third in 
 bags, or rolling freight instead thereof. In the la'tter case, the 
 grain in bulk should be stowed G int^hes, but not more above thfi 
 beams, to allow for settling. 
 
 198. When ships take wheat, corn, &c., in bulk, it must be 
 stowed in sections or 'bins" (not to contain more than 12,000 
 bushels each), to be lined with thoroughly seasoned boards, grain 
 tight, not less than 10 inches from the flat of the floor, and from 
 14 to 16 inches in the bilges graduated to the sides, which must 
 be clapboard lined to the deck. Care must be taken to preserve a 
 water-course under the lining. Good shifting boards, secured to 
 
152 
 
 Masting and Rigging. 
 
 the stanchions, extending at least G feet downwards and fitted 
 tight to the deck. The stanchions not to be removed, but firmly 
 secured. No loose grain to be stowed in the extreme ends, and 
 no admixture of other goods. Pumps and masts cased and covered 
 vvith mats and canvas, made thoroughly grain tight, with suffi 
 cieitt space in the well to admit the passage of a man-hole from 
 the deck, or by a clear passage from the ' tween decks aft. Mats to 
 be used for covering knees, keelsons, and stanchions, if required, 
 but !iot for lining or covering the sides. 
 
 199. Grain, when stowed in bags, must be dunnaged not less 
 than 10 inches on the floor, 14 to 16 inches on the bilges, 3 inches 
 on sides up to the deck ; between decks the dunnage must be laid 
 athwartships. at least 2 inches from the deck. Shifting plank 
 extending at least 4 feet from deck beams downwards, secured to 
 stanchions. The dunnage in the hold must be entirely covered 
 with boards and sails, or masts, grain tight. 
 
 200. All bulk or loose grain must be taken in bins prepared 
 for that purpose. 
 
 201. For dunnaging, deals are preferable to anything else. 
 They should be laid fore-and-aft, about 3 inches apart, the second 
 tier over the spaces of the first tier, the third tier over the spaces 
 of the second, and so on. Staves or other materials generally 
 used for dunnage to be placed so as to give free course for the 
 water to reach the pumps. The dunnage should be raised from 
 10 to 12 inches from the floor, and in the bilges from 14 to 16 
 inches, according to the build of the ship and the discretion of the 
 Inspector. Flat-floored wall-sided ships should be fitted with bilge 
 pumps. 
 
 20a. The studs for the bulkheads should be made of three- 
 inch deals, placed about 2 feet apart, and firmly secured at the 
 top and bottom, and properly braced and elected on the lining 
 and to the beams (or deck), to resist the pressure of the grain. 
 
 203. The studs for the bulkheads forwards, and after bulk 
 heads for ships not exceeding 10 feet depth of hold, must be 4 by 
 6 iu(;lies in size, and of I entire piece ; of a gr(>ater depth than 1(1 
 feet, they must be 4 by S inches. They must be set 20 inches apart 
 from centre to centre, firmly secured at the top and bottom, and 
 properly braced and cle«?ted on the ceiling and deck, to resist tln> 
 pressure of the grain. 
 
 204. The sides above the turn of the bilge must be lined on 
 one-inch battens after the manner of clapboarding. 
 
 206. Shifting planks 2 indies thick must extend to the deck 
 on each side of the stanchions, fitted tight under and between the 
 beams and carlins, and extending not less than 6 feet downwards ; 
 care must be taken that the stanchions are well secured on both 
 ends. In no case can single boards be substituted for plank, and 
 
Masting and Rigging. 
 
 loA 
 
 ined on 
 
 h«} deck 
 M)tjn the 
 I wards : 
 on both 
 nk, and 
 
 tho shifting boards must be shored from sides, midway between 
 the stanchions. 
 
 200. Materials for bins must be perfectly seasoned; unsea- 
 soned lumber must not be used where it will come in contact with 
 the grain. Water-tanks, whether of wood or iron, must be cased 
 with wood to prevent damage from sweat or leakage. And all 
 ships W'ith graiu in bulk ought to have feeders and ventilators. 
 
 207. It must be seen that the grain is well trimmed up be- 
 tween the beams, and the spaee between the beams completelv 
 filled. 
 
 208. When ships are chartered, the draught of water should 
 be limited, and provision made for loading under inspection. 
 
 209. The load draught must be regulated by the depth of th(» 
 hold, allowing '^ inches to every foot depth of hold, measured 
 from lowest line of sheer of d(>ck amidships to the water, wlien 
 upright*. Ships having an additional deck put on after construc- 
 tion, the depth of hold to be measured from original deck. 
 
 210. Ships loading grain complying strictly with the above 
 rules, lined and loaded under the supervision of the surveyor 
 appointed by Lloyd's agent, will be entitled to a certificate to tliat 
 etiect. 
 
 211. Applications for supervision will have to be made in 
 writing, and a fee of 10 dollars charged for such supervision and 
 certificate. 
 
 212. To Hcciire the yards for liltins" tieuvy weights. — Brace 
 the main yard forwL.i'd so as to plumb the gangway, then peak 
 and untruss it. Lowcn- the yard about half way down and I.isli it 
 to the mast, keeping the truss arms clear. Get a spar up and down 
 on the after side of the yard, resting its heel on a good shoe just 
 inside the walei-ways. Lash the ])\nrhase block upon the yard, 
 outside the upright spar. If the weight to be taken in is so 
 heavy that additional precautions may be considered advisable, 
 have a spar, as a preventer from the lowerniast bead to the yard 
 outsid(! the upright spar. Sling skids up and down the side. \ow 
 rig till' midship purcliase ; get a spar on the fore side of th»' main 
 hatch, attach guys to it which leadin,", to both mastheads pass 
 through blocks on deck again ; to the; head of this spar seciue the 
 [)urchase intended to be used, together with a guy i»rovided with 
 
 ;i tackle, so that the head of the i:;par may 
 nosition desired. 
 
 be brought into au' 
 
 «) 
 
 an 
 
154 
 
 Bending Sails. 
 
 BENDING SAILS. 
 
 Hi 
 
 ill : 
 
 n 
 
 213. Courses. — See that the head cringles are well parcelled, 
 the buntiine holes leathered, the midship stop in its place and 
 the reeftackles in good order. This done, stretch the sail across 
 the deck, with the clews aft and the buntiine holes and leech 
 line cringles forward; clinch the buntlines and leechlines to the 
 sail; reeve or hook on clewgarnets, sheets and tacks ; mouse all 
 hooks. Stop the midship part of the headrope to the inner biuit- 
 lines, and the outer headrope and earing to the leechline; sway 
 up, made fast the midship stop, haul out the earings, bend the 
 robauds and furl the sail. 
 
 314. Topsail. — Get a sail rop(> from the masthead with which 
 to send the sail aloft Open out the sail and see everything is 
 secure, chafes protected, reeflackle blocks, ike, all right. Bend the 
 sail rope round the sail on one side of the midship stop; sway up 
 to the yard and bend the midship stop, reeve the reeftadvles and 
 clewlines, shackle on the sheets and haul upon the buntlines; 
 haul out the earings, keeping the head cringle well up on the 
 yard ; pass the robauds, see that all the reef earings are in the 
 sail and then furl it. 
 
 Iil5. Topsail in Imrt Aveather. — Where the maintopsail has 
 blown away and it is desirable to bend another, get the sail rope 
 and weather reef tackle rove and overhauled down on deck. Make 
 the s.iil up by the foot, leaving the buntiine holes, reeftackle 
 blocks and dew out clear. Tie the third reefpoiuts over the foot 
 of the sail, after which tie up the second and then the first reefs, 
 finally, stopping the head with ope yarns. Bend on the sail 
 rope and reeftai;kle on one side (.: .he midship stop ; sway up to 
 the yard and make fast the midship stop, reeve the reeftackles 
 and clewlines, clench on the buntlines and shackle on the sheets, 
 Whvju the gear is bent, haul out on the reeftackles on both sides 
 and bend the head of the sail ; after which reeve the first reef- 
 larings, haul out and cast otF the first j-eerpoints and so follow on 
 until all the reefs are taken in ; then, if necessjiry the sail can be 
 set. 
 
 210. Topgallant sail. — This is sent aloft in much the same 
 way as a topsail. 
 
 217. Royals. — Are generally bent on deck before the yard is 
 sent aloft. 
 
 218. Jib or St«ysail._Get the lull' of the sail so made up 
 that all the eyelet holes will be free for bending. Overhaul the 
 halliards and downhaul, and bend them lound the head of the 
 sail about afoot inside the luff; bend a line to th« clevvcringle. 
 Sway up on tlu; halliards, haul out on the downhaul until the 
 sail is boouicnded, then hook or lash the t.u'k to the sail and bend 
 
/ 
 
 MnkuKj Sail. 
 
 155 
 
 the hanks. WhcMi bent, clinch the halliards to the sail, reeve the 
 downhaul thiough a couple of the upper hanks and clinch it ; 
 now secure the pendants to the sail and furl it. 
 
 21tt. SpauFcer, Mizen or Trysail. — Stretch it out upon deck 
 and make it up, leaving the head and luff eyelet holes out ; if 
 the sail has brails, seize Iheni to the after leech of the sail. Get 
 a line from the rim of the top, bend it on to the sail and sway it 
 to the jaws of the gaff. Bend the head of the sail first to th(3 hooj) 
 and then the jackstay. If the sail travels up and down the mast 
 on hoops, it is better to lower the gaff and get it bent on deck. 
 
 MAXIKG SilL. 
 
 220. To set a Course (Main). — Loose the sail, overhaul the 
 gear, board the main tack ; haul taut the weather lift and aft 
 with the sh(;et; haul out the bowline. 
 
 221. To set a Topsail or other square • .ah — Cast off the yard 
 arm gaskets and then the bunt, let fall the sail, overhaul the 
 buntliues, and haul home first the lee and then the weather 
 sheet. Hoist awav ou the yard and trim bv the braces. 
 
 222. Spanker or Mizen. — Loose the sail. Overhaul the lee 
 toitping lift, man the foot outhaul, let go the brails, ease away the 
 tripping line and haul out. Let go the downhaul and throat 
 brails and haul away upon the head outhaul. When set, trim the 
 gaff bv the vangs and the boom bv th« sheet; stf^adv taut the 
 boom guys. 
 
 22;?. To set a Jib or Staysail. — Loose the sail, haul aft the lee 
 sheet, let go the downhaul and hoist away upon the halliards: 
 when th(^ weather leech of the sail is taut, belay and trim aft the 
 sheet. 
 
 224. To set a lower (tliree-cornered) studdin^sail. — The 
 Itoom being rigged out andsecui'ed, btjud on the inner halliaids to 
 the inner cringle and the outer halliards halfway outou the yard. 
 See the tripping line is made fast to tlu^ oul<'r yard-arm and thai 
 the end of the sheet is secure. Hoist on the inner halliards until 
 the sail is halfway u]>. then clap on the outer halliards, liooni 
 end the sail, sway up taut the inner halliards, and tiini down the 
 sheet. 
 
 22o. Topmast studdinjisail. — Rend the halliards outside the 
 middle of the yard, hitch the downhaul over the inner yard-arm 
 and see that it's outer part is clear, bend ou the tack, secure the 
 ends of the downhaul and the sheet. Make up lh(> downhaul 
 with a slip bena and then hoist away : when almnt two^thirds up 
 
«MP 
 
 ii I M 
 
 I ; I 
 
 i!ff 
 
 Ic 
 
 Tolling in Sail. 
 
 the leecli of tho topsail, break the hitch on the downhaul, hanl 
 out the tack and hoist up ; ^rim down tlie sheet. 
 
 TIMMMING YARDS. 
 
 226. Closehtuiled. — The lower yards should be braced sharr* 
 up, and each weather yard ;vin kept abaft the one below it ; that 
 is, the lo'vor yard being sharp up, the topsail weather yard arm 
 should be kept in a quarter of a point abaft the lower yard arm, 
 the toj'-gallaul weather yard arm a quarter of a point on the aft 
 side 0£ the topsail yard, and so on ; but as in a seaway a vessel's 
 yards require a little play, they should never in such a case be 
 hrnced too sharply up. 
 
 2 2 7. 'Wiiul abeam or quarterly. — The head yards should be 
 braced a little more forward than the after yards. 
 
 228. WiiiMl liauliiisv— Should the wind haul aft, the after 
 yards should be tiimmed first; but if the wind shifts ff)rwat"d. 
 then trim tin? head yards first. The crossjack yard is always 
 trimmed wi'.h the main. 
 
 i . i' 
 
 TAKING IN SAIL. 
 
 220. To take In a Coui*He. — Slack off a font or so of the lee 
 
 sheet and liauM.uit the lifts; man the weatiier gtNir, nnn^evi? 
 the bowline, ea?e away the tack and haul close up ; now haul 
 up .h(^ lee side and furl tho sail. 
 
 2110. Reofecli foresail or iiiaiunail. — Start tlu? lee clew, now 
 lianl up Ihe we;ither side and tak(! in the hie side afterwards. 
 
 2;U. Closed reefed TopHail. — Round in on the weather brace:? 
 to spill the sail and steady taut Ihe lowi'r lifts. Sla<"k the lee sheet ; 
 man the weather urar, ease otV the wcathfi- sheet and haul up the 
 weather clewlines and bnntlines ; after which, haul iqi tt) leeward 
 and furl the sail. 
 
 2;i2. To take in a TopK-allaiitsall. — Let go the lee brace, 
 lower away on the halliai'ds at the same tini(> hauling down on 
 (1j(> clewlines. WluMi the yard is down on the lifts, steady taut 
 Ihe braces, stai't thi^ lee sheet, and iiaul upon the lee clewline and 
 hinitline. When these are up, iiatil up on the weather clew and 
 stow till' sail. Suppdsing !hat in a sifuall, after having sturtiid the 
 halliai'ds, the yards will not come down, slack U[i the sheets and 
 cl.'ip on the clewlines, tliis in all pndtability will rcdievc^ the 
 pai'iud and allow lln' yard to come down. 
 
 2;j;i. To take in a Mizeii or H|iaiiker. — Supposing ii to be 
 ed with a standing galf; man the head downhaul and lee 
 
 (It 
 
Beefs. 
 
 157 
 
 l»n 
 
 brails, let go the head outhaul ; now haul down and brail in the 
 head of the sail. This done, trip up the foot of tlie sail, brail it 
 in and make fast. 
 
 234. To take in a Jib. — Let go the halliards and haul away 
 upon the downhaul ; when the sail is nearly down, let go the 
 sheet and haul close down. Send hands out to furl, and as they 
 gather in the canvass haul taul the weather sheet. 
 
 235. Stu(Uliiig.snilK in a Miiiall. — To save the booms, let go the 
 topmast stnddingsail tack and outer halliards ; should the sails 
 make too much noise, trip the inner halliards two blocks and 
 haul taut the topmast stnddingsail downhaul. If a topmast stud- 
 diugsail tack should part and with the sin-ge carry away the sheet, 
 the best plan to get hold of the sail is to luff tli(> ship to u l^Ule. 
 and as she comes to the wind, let go the halliards, when the sail 
 will UHiurally fall across the topmast stay. Sjiid a hand aloft 
 w'(h a line to the topsail yard arm, let him make a bowline 
 round the halliards and throw it down on deck afore all ; when it 
 is in hand, put the ship right before the wind, then hoist up on 
 the halliards and haul down on the line. The sail being now 
 handed, keep the ship to on her course again. 
 
 lee 
 ev(! 
 aul 
 
 REEFS. 
 
 2;J0. Tid^iii};^ a wet' in the TopNails. — Round in on the weather 
 brace and lower away on the halliards, somt^ hands taking in the 
 slack of the reeftackies as the yardconit^s down. When the yard 
 is down on tlu^ lifts, steady the braces so as to keej) llu; sail spilled ; 
 haul out lh(> weathei- reef'tackle lirst, and then I he l(>e one ; haul 
 taut the buntlines. Send the hands aloft, the lirst man laying out 
 to tlu! weather earing, the second to the lee one. llaiil out to 
 windward first, keeping tin' dog's ear well ujion the yard, after 
 which, haul out to letnvard ; tie the points and lay oti' the yard, 
 one man remaining in the top to overliaul the ret!fta<'kles, etl-. 
 
 237. Topsail reol-tMirings and ivi'lpoints. — 1\\ [>assiiig the I'eef 
 earings, the first and scu-ond should be passed from forward ovei 
 th(> top of the yard and down aft thi-ough the cringle; the third 
 rcrf-eariug is passed in the opposite direction, that is to say, up 
 aft, ov<'r th(! yard and down foi-ward through the ciiiiglt'. In 
 tying the points of the third reef, the band should be kept as 
 nearly as possible to the centre of the under part of the yard. 
 He(>f [)oiuts shcMild be whipped and fitted to the sail according to 
 the reef to which they sevei-ally belong; iu this way, the (bird 
 roof point.'! have three whiiipings and are sewn into t!ie sail with 
 the snorlesi lej.' aft; the jtoints for the second reef have two whip- 
 pings and they are sewn in with the longest leg alt, while tlu 
 
158 
 
 Ilaiulling a Ship. 
 
 first reef points have only one whipping and are sewn into the 
 sail with eqnal legs. 
 
 238. To close reef the topsail. — Brace bye the yard to spill 
 the sail, lower a-vay the yard, haul out the reeftackles while slack- 
 ing up the sheets; when the reeftackles a re up, haul the buntlines 
 well taut, steady the yard by the braces, lay aloft and take in iho 
 reef. When this is in, haul home the sheets, hoist on the halliards 
 so that the strain may be taken off the lilts and then trim the 
 yard. 
 
 239. To reef a course. — Start the lee sheet a little. Haul up 
 the weather and then the lee side of the sail ; haul out the reef- 
 tackles, taking the weather side first. Now lay aloft and take in 
 the reef in a similar manner to that in which the last reef of a 
 topsail is taken in. In some vessels there are not any re(>f points 
 in the courses, in such cases, it is usual to lace the reef band to 
 the yard with a marling hitch, having the hitch on the fore side ; 
 this plan has its advantages, but it takes a long time to get the sail 
 reeled. 
 
 24r0. Shaking: out reefs iu a topsail* — Settle the halliards, haul 
 out the reeftackles, haul taut the buntlines and steady the bi-aces. 
 Lay aloft and cast oH" the iioints, coinmencing amidships and 
 wrtrking outwards to each yardarm, taking care to tie afresh the 
 other reef, if any. Whe"n all the points are cast oW', ease away 
 both earingsat the same time, otlii'rwise, if one is eased oil' before 
 the other there is a risk of sitlilting the sail. Make fast the reef-tear- 
 ing through the cringle of tlie sail above the ret^f ai«l let o>it by a 
 long bowline. Lay in otl' the yard, overhaul tli(> reeftackles and 
 buntlini's, then hoist away upon the yard and trim by the braces. 
 
 241. To let out the reef in a course, — Slack up the sheet and 
 
 V, iianl taut the clewgarncis and buntlines, haul out the rei'f- 
 
 lips and working ont- 
 
 ta.' 
 
 wards, after wliicli, cast oil' the earing, overhaul the gear, board 
 
 kles. C4ast oil" the points, starling aniidsl 
 
 cast oil' the earing, 
 tacU, aft the sheet and haiil out the bowline, etc. 
 
 HANDLING & SHIP. 
 
 24-2. To ttu'k Ship.--Kr{'p the vessel full for stays, and while 
 f»ne IS garnering way. let go all gear'siudi as clewgarnels, bunt- 
 lines or leechliiics ; lay down the liraces cleai' lor running and 
 gi'l the taci s and sheds out of their lieckets. All lieing ready, 
 gi'.nlnally ease down the helm, .iiid give the word — Hki.m's a'i.kk— 
 fi't go tile head >*heels and lore sheet, and as the sails HIV-haisk 
 '.•wKs vNU suKicrs- unnn which the fore and main lack, together 
 wilh the main sneei. an- let go and ovtn'uauied. When tli*' vessel 
 has come nj' witliin a poini (if Ihe wind — Mainsail nAin. — this 
 
Handling a Ship. 
 
 i:>o 
 
 directs the main and crossjack yards to be swung, down main 
 tack and aft main sheet. Unless working short tacks, immediately 
 the main tack is down, haul taut the weather main lift before the 
 bowline is hauled out, and at a similar lime do the same with tlie 
 fore tack. Right the helm. As the main topsail begins to fill — 
 FoHEBowLiNK, LET 00 AND HALL — dowu fo>'e tack, aft fore sheet 
 and head sheets. In a strong breeze, care should be taktm that 
 the weather braces should be cnsrd off when the head yards ai-e 
 swung, so that the yard may h(! prevented from swinging up and 
 endangering the truss of tlie hiwer yard, or the i»arrel of the 
 toi)sail yard. Should the vessel fall ott' very much in stays, 'vast 
 bracing the fore yard and keep the head sheets flowing; and fni'- 
 tlier, should the vessel carry her headway well round, it v/ill be 
 unnecessary to entirely reverse the helm when the head yards 
 are being swung. 
 
 248. Tacking: in n lif^ht wind or agralnstaNliortcluip ol'a H^a. 
 
 —Having put the helm a' lee. lei the head sails run down ; when 
 the foretoitsail lifts, check in the weather fore braces, and keei) 
 the fore tack and fore sheet aboard, so that all the sail forward 
 may be pressing on th(» bow. When the wind is on the op}M)site 
 bow, haul the main yard; after which, follow on the same as 
 when tacking under ordinary circumstances. 
 
 244. IVIissipiy: Htoys. — Supposing that the mainsail has been 
 hauled and the helm reversed ; then shift th(> helm back as before 
 for sternboard and get the main yard swung round again. As she 
 falls oH'oiU'e more, trim down the after canvass, and then when 
 she has got weigh enough upon her, try her again. This is of 
 course supposing that the vessel has plenly of room ; where it is 
 otherwise, and it is imperative to get uiion the otluM' tack without 
 lossoftinu;, then she must he brought round upon Ikm* heel liy 
 bo.xhanling her, as given in the following paragraith. 
 
 245. Bo\liaiilint(> — Supji' e the vessel is lying heiul to wind, 
 with the after yards swung ami the helm feversed for stei-nway. 
 S(]uar(.' the aiirr yards, lirail uj» the afti r can\ass, haul the 
 for 'yard round a. \ and haul over the head shetUs to windward. 
 Tend the after bra s as she falls otl" hefore tlie wind, so ihal the 
 after canvass may i kept on the shake as long as possible In this 
 way, when she gety "lore tiie wind, tlieaflcr yai-ib. will be braced 
 sinup upon the other tack ; now square \\u^ he,:d yards and slitlt 
 the helm when she gathers headway ; while she is coniing to, 
 keen flu^ foreyani shaking as nuich as possible. S(;t the head sails 
 as SUP comes to the wind. 
 
 240. W«'arintf»— Brail up the »pank(>r. Up hehn, square in 
 the after yards, and as she falls ot!" before the wind proceed as 
 directed in bo.xhanling (245). If it is desirable to wear her short 
 round, lull' her up a little to deaden her way, before rnnning 
 hor off. 
 
l()() 
 
 Handling a Ship. 
 
 ! : £ 
 
 247. Wearinff in heavy weather. — Suppose the canvass has 
 heeu reduced to a close reefed maintopsail and fore topmast 
 sfaysail. Put the holm up and scjuai-e in tlie mainyard to shiver 
 the topsail ; if she refuses to pay off, loose the lee side of the 
 foresail and haul aft the sheet. When before the wind, haul up 
 the clew of the fort^sail, shift over the topmast staysail sheet and 
 having' the hands at the lee main brace>o, watch for a smooth sea 
 to round her to, when this presents itself, brace up the main yard 
 and down helm. 
 
 248. Wearhijjby adraj;-. — Get a hawser up and pass the end 
 outside all, from the lee bow along the h'o side, round the stei'n, 
 and bring it in to windward on the weather quarter. Make the 
 hawser fast to a spar large euough to float it and pay out from the 
 W(!ather quarter. When about forty fathoms are out, take a turn, 
 and the vess(d being now hung by the stern will necessarily pay 
 off ; as she gets before the wind, hit slip the hawser from th(> 
 weather quarter ; as the lee side faces the wind, let slip the stop 
 from the lee quarter, and as she is now held forwaul, the ahip 
 must round to, head to wind. This may be found useful where a 
 vessel having lost her spars, lies in the trough of the sea. 
 
 249. Ijayuifrto. — Supposing that in wearing as given for 
 heavy weather, li was intended to lay her to, then when before 
 the vvind and having the clew of tlie foresail hauled U[i, logelhev 
 with the topmast staysail sheet shifted over, man the lee main and 
 maintopsail braces. As soon as a smooth pi-esents itself, down 
 with th(! helm, braci; up the main yard, and swing the; fore yard 
 so that the wind will blow directly along the yard. Should it be 
 bl(jwing so hard that it is impossible to pr(>sent any sail to it, 
 s[»read some canvass in tlu; mizen rigging, and slionld that prove 
 useless, then it will be necessary lo construct a drag. 
 
 250. IjayiiiKto with a <h'aK'> — Clel a spar and bend a haws(M' 
 round the uiiddie, spiking the bend lo the spar. So as to hi; enabled 
 to recovei' the spar, befoi'cUauncliing get a small line b(Mit()n lo 
 the end of it, bring tlu; bight of the lim^ to the bend of the hawser 
 and stop it then^ with a split ropeyarn. Now launch the spar 
 overboard, and as the hawsci' is ])aying out, take a few loose turn* 
 with the small line round the hawser, so tha! in hauling in the 
 hawser, the snar is broiight in end on by mejuis of the small line. 
 r,iy out to about lifly fatho.as and secure it abreast the fore 
 channels, if the* vessel now lays well, this will be all thai will be 
 ni'C(>8sary, but should she fall oil' and the reverse loo much, it 
 can be remedied by getting a cou[)le of good stout hi'idles on 
 the hawser, in this way — lake a good line and bend it on tlii' 
 h,iWH(M' outside of ;ill, and get it led afl; now have iinother line 
 made fast in llie same way and lake it I'oiward. Tay oulanothci' 
 fifteen or twenty fathoms of hawser and steady taut both lin(>s ; 
 should she fall oil' she would inunediately get hung by the head, 
 and come lo again ; on tlie contrary, should she come lo, the aftijr 
 
Anchorage. 
 
 161 
 
 line will keep her in check. So managed a vessel should lay well, 
 but she may be expected to roll heavily. 
 
 251. Broached to. — If while running with the wind quarterly 
 the vessel should broach to, trim the head yards forward and up 
 with the helm, keeping the mainyard nearly square. It is not a 
 bad plan when running with the wind quarterly, to have the 
 head yards carried a little more forward than the after yards, but 
 while this considerably lessons the risk of broaching to, yet, if the 
 vessel steers badly, it has the disadvantage of causing her to 
 swing off more. When scudding with a quarterly wind, the fore- 
 topmast staysail should alway: be kept hoisted. 
 
 252. €aught aback. — If caught aback by a sudden shift of 
 wind, put the helm up, flatten in the head sheets and brail in the 
 after canvass. If she still refuses to pay off and is gathering stern- 
 way, reverse the helm, haul round the fore yard abox and the 
 head sheets to windward. But if caught aback in a squall, let go 
 the toiisail halliards, for as the vessel is almost certain to get 
 sternway, the canvass should be reduced as soon as possible. In 
 shifting the helm for a sternboard it should never be put hard over. 
 
 253. Caught in a squall. — Should a vessel, by the wind and 
 with all sail set, be caught in a squall at night and thrown upon 
 her beam ends, her rudder may not act, and when the halliards 
 are let go it is very probable that the yards will not come down. 
 In such a case, let go the lee sheets, this will immediately ease 
 the parrels of the yards and allow them to run down, thereby 
 relieving the ship at once ; of two evils choose the least, therefore 
 it is better to risk losing your canvass than your masts, and indeed 
 many a fine ship with her crew is lost, by endeavouring to clew 
 up tneir sails, instead of spilling them and letting them come 
 down at once. If caught in a squall with the wind quarterly and 
 studdingsails set, trim the foreyard first, so that thestuddingsails 
 may be kept q\iiet. 
 
 ANCHORAGE. 
 
 OKTTIKO UNDER WEIGH. 
 
 254. Witli plenty of room. — See that all the gear about the 
 deck is secured, boats in, steering gear in good working ordei-. 
 compasses all right, anchor gear all ready for use, the hand lead 
 convenient, and the side and masthead lights to hand. Sup^tose 
 the ves8(d is laying with one anchor down and that il is desired 
 to gel under weigh upon the starboard lack ; heave in short and 
 as the shackles come in, examine them and see that the marks 
 
 21 
 
rrvW 
 
 162 
 
 Anchorage. 
 
 i 
 
 ) 
 
 lii 
 
 11 
 
 ! 
 
 1 
 
 i! 
 
 i 
 
 are not worn off. * Cast off the topsails, sheet home and mast- 
 head them, brace up the after yards with the port braces and 
 the head yards with the starboard braces. Get tne jib and stay- 
 sail ready for hoisting, the after canvass set and the helm to port. 
 Man the windlass and trip the anchor. Immediately the anchor 
 is off the ground and the vessel begins to fall off to port, run 
 the jib up, and if necessary stand by to fill the fore yard. Heave 
 the anchor up, cat and fish it. Set the courses and the other 
 requisite sails. If it is not necessary to have head reach on the 
 vessel, it is as well to let the head yards remain until the anchor 
 is catted and fished. 
 
 255. In a crowded harbor. — It would be as well to hang on 
 to some friendly vessel until the anchor is catted; then when 
 ready for making sail, slip or let go the hawser by which she is 
 hanging on. 
 
 256. With a vessel or other obstruction inthe way.— A square 
 rigged vessel when getting under weigh will make a stern board 
 flrst, therefore it is better to cast her towards anything laying in 
 her way. Suppose, for insta ;ce, there is a vessel well down on 
 either quarter, then cant towards her when getting away. 
 
 257. ^'rom a lee shore. — A vessel laying at single anchor in 
 an open roadstead, with the wind blowing on to the shore, taking 
 in cargo, always lays with buoys aiid slip ropes on her cable, 
 and conseimently has little; difficulty in getting away at any 
 moment. But suppose that your vessel has run in for shelter, 
 and the wind hauling round, she is caught upon a lee shore ; 
 assume that she is laying to her anchor with a range of sixty 
 fathoms. From the qiiarter, pass a hawser away forward, outside 
 all, and .nake it fast to the chain. Now loose the topsails, 
 courses, and fore and aft canvass ; sheet home the topsails, and 
 brace up the after yards for the Lack upon which it is intended to 
 ^(U, away, but th(> head-yards will have to be braced slightly 
 abox. Set the after canvass and jibs. Ease away i1h> chain until 
 th(> niaintopsail fills, then brace round the fore yard ; when it 
 tills, slip the chain and cut the hawser. It is advisable to buoy 
 the end of the h;i\vser as wfU as the chain, so that it mav be 
 picked np the more readily. Now supposition have run in again 
 to pick \\[) your anclior. While approaching the roadst(>ad, get a 
 boat ont and coil a hawser into her. Sail to windward of the 
 
 * Slia<"kIeH. — Till! way in which thoHc* are usually marked is to have a 
 piece of Rpiuiyarn round the pin, putting one knot in It for fifteen fathoms, two 
 knots (it Uiirty iiitiioms, and ho on, Kivinjc an extra knot for every additional 
 fifteen fatlioms. Instead of this, some liave adopted white rings painted upon tlie 
 how of till' xliai'kle, l»ut as these are very liahlt to get worn off, it can hardly he 
 tliougiit an iini)rov( lueiit upon the otlnr plan, '^lu! pins should never be of iron, 
 whicli if rusted in liecome innnovable, hut they should be made of wood, leather 
 or load, so that they can he hor'jd out if necessary. 
 
Anchorage. 
 
 163 
 
 (1, get, ii 
 of the 
 
 buoy and when abreast of it, lot slip the boat, wliich at once pro- 
 ceeds to the buoy and gets hold of the end of the hawser, to which 
 the end of the one in the boat is bent on. The boat now returns 
 to the ship. ^paying out her hawser as sh 3 goes ; the ship in the 
 mean time snortening sail and tacking to close in with the boat. 
 When the boat is alongside, get the end of the hawser aboard and 
 run it in until you are abreast of the buoy on the chain ; pick it 
 up and pass the end in through the hawsepipe, and heave it in : 
 when the end of the chain is on board, shackle it on and heave 
 up the anchor. 
 
 COMING TO AN ANCHOR. 
 
 258. Selectintir a berth. — Care should be taken that in 
 bringing up, you do not lie in the wake of another vessel ; for 
 should she drive down upon you, you have not only to stand to 
 your own damages, but are responsible for any that may occur 
 to her. Had you not come to in her wake, no such accident 
 could have taken place. 
 
 260. Brlngiiigr up at single anchor. — Get the anchors off the 
 rail, the working anchor a-cockbill and the shank painter and 
 stopper of the second anchor ready to let go at a moment's notice ; 
 have the squares of the windlass down, norman ridiuf^ chocks 
 sh-pped, and the range overhauled on both sides; see that the 
 halliards, braces and all running gear, are down ready for use 
 Having a light breeze, reduce canvass by taking in royals and 
 topgallant sails and haul up the courses. When close to your 
 proposed anchorage lower away the foretopsail, haul down' the 
 Jib and round her to. As the snip comes head to wind, let the 
 fore and main yards I'un square, ;ind as soon as the vessel gets 
 sttu'nway, let go the anchor. Pay out the chain, then clew up 
 and furl all snug. Should the wind be at all friish, it would be 
 advisable to chnv up the foretopsail instead of merely lowering it 
 down. 
 
 2(iO . Coining to in a tideway. — If the wind is blowing against 
 the tide, reduce the canvass until the tide lakes, but it is advisable 
 to retain such canvass on the siiip as will keej) Ihm- undcn- control 
 should the anchor not take hold. If the wind is blowing with 
 the tide, roiuid Inn- to, with n(!arly all tlu; after available canvass 
 set, say, tlu? main and ini/en topsails, spanker and after staysails. 
 In this case, it is not necessary to wail until I he vessel has lost 
 the whole of her headway, because the tide will make the anchor 
 take hold. 
 
 2«1. Coming to witli both anciiorH. — Reduce the canvass to 
 as little as possible, leaving her only enough to give her barely 
 headway. Suppose it is intended to(iro|)lhe stai-hoai-d anehor first. 
 Overhaul a range of lorly-flve fathoms of the starboard chain, 
 while on the port there sliouhl be from (Ifteenlo twenty fathoms, 
 let tlieae ranges be stoppered to ringbolts with spunyarn, or any- 
 
164 
 
 Anchorage. 
 
 thing else which can be cut in a moment. Get the remainder of 
 the cables ranged on deck and having selected the position of the 
 anchorage, down helm and drop the starboard anchor ; imme- 
 diately this is upon the bottom, right the helm, so as to sheer the 
 vessel away from her anchor, when the forty-five fathoms have 
 run out, let go the other one and pay this out also to forty -five 
 fathoms ; now veer away upon both chains and when sufficient 
 cable is out furl all sails. 
 
 RIDING OUT A GALE. 
 
 262. At single anchor with a long scope. — Both practice and 
 theory have so completely demolished the old usago of riding 
 with an open hawse, that it is hardly necessary to enter upon the 
 subject here. It is apparent that when a ship is riding at anchor, 
 that the more chain that is out, the more nearly the strain is 
 brought upon the anchor in the line of its greatest resistance, that 
 is, parallel with the bottom. Not only has it this advantage, but 
 in a heavy gale, she would under these circumstances have a 
 long range of chain clear of the bottom, this would act upon her 
 as a spring and 3ase her from those heavy jerks which are so 
 liable to capsize the windlass. A long scope, with the second anchoi" 
 dropped ibout ten to fifteen fathoms ahead of the ship, will 
 enable her to ride out a very heavy gale, for by dropping the 
 second anchor just ahead, it prevents the vessel shearing about, 
 which is a very common ".ause of anc'iv>rs coming home. If there 
 is plenty of sea room, the end of the second chain can be shackled 
 on to the first, thereby giving the advantage of an additional 
 scope. When riding out a gale, it is a very good plan to ease the 
 windlass by having a spring bent on its fore side, and after passing 
 over the top of it let the line be secured away aft, well parcelling 
 the spring in the wake of the windlass. Now pay out just sufficient 
 of the chain to allow the spring to take a little of the strain. 
 In South Eastern African ports this is a necessity, and consetiuently 
 all traders there are furnished with .i coir hawserforthe purpose. 
 
 2(t3. Cutting away tlie ninsts. — Supposing the gale lises to 
 such a height that it becomes necessary to cut away the masts 
 to save the ship from driving on shore ; then the foremast and 
 bowsprit sho'ild be the lirst to go, for the after masts act much the 
 same as the tail upou a wind-vane, aud will keep the vessel head 
 to wind. If it should be deleruiined to spare the bowsprit, rig 
 the jibbooni close in, for situated as this sjjar is, the wind wliicli 
 strikes \\\)on it, acts as a lever in shearing her about. Now 
 having to cut the masts away, suppose that it is desirable to throw 
 the masts over on the port side. Commeuce noon the port side 
 of the foi-eruast and cut about two-thirds of tlie way through ; 
 after which, cut away all the rigging on the starboard side except 
 the I'ori'niast swifter ; staiiou hands ready to cut away the head 
 stays and foremast shroud at the moment retjuired. Now deepen 
 
 I i 
 
Anchorage. 
 
 165 
 
 the cut in the mast until the remaining part of the latter has been 
 sufficiently weakened, then as the ship rolls to port, cut away the 
 stays and swifter and the mast is immediately over the side ; cut 
 away the port rigging and let the wreck go clear of the ship. 
 The mainmast should be the next to go, and will be cut away in 
 a similar manner; the mizen mast should b,e left to the very last 
 extremity, as it assists materially in keeping the vessel steady. 
 
 TENDING A SHIP AT SINGLE ANCHOR. 
 
 264. Wind quarterty. — ^The vessel should be steered to wind- 
 ward of her anchor and the yards pointed to the wind. Laying 
 in this way will make the wind, helm and tide, all act against 
 the chain and thus keen the vessel steady at her anchor. It is 
 generally understood, that the helm affects the course of a ship 
 by making her head move to the same side as the blade of the 
 rudder is turned; but although the vessel's course is certainly 
 altered in the direction specified, yet the above generally received 
 idea as to how it is done, is an erroneous one. although to the eye 
 following the apparent molion of the ship, it nas all the authority 
 of a self-evident truth. Now in the above position of a vessel at 
 anchor, the helm is put down, consequently the blade of the 
 rudder coming upon the weather side, the tide runs against it 
 and pushes the stern away to leeward, and will continue to do so 
 until the fore part of the ship breaks the effect of the current 
 upon the rudder, when everything else being equal, the vessel 
 remains in that position. Now having shewn how the rudder 
 acts, it will be seen, that as the stern goes over to leeward, her 
 lee bow presents itself to the tide and consequently the ship turns 
 herself as upon a pivot, the wind and helm acting upon the weather 
 quarter and the tide upon the lee bow, all therefore acting so 
 that the chain may be kept taut. 
 
 205. Wind abeam. — The ;shear should be to leeward, head 
 yards pointed to the wind and after yards laid aback ; this will 
 tail her free from her anchor at slack water. 
 
 200. Wind on tlie bow. — The whole of the yards siiould be 
 pointed to the wind, and a shear given to windward to ease the 
 chain. 
 
 2«7. Riding windrode. — This is when the wind is stronger 
 than the tide and is very a ticklish position. First see upon which 
 side the chain grows ; say for instance that the chaiii grows away 
 down upon the port quarter, then the after yards should be braced 
 up bv the port braces, head yards sijuare, and, if possible, set the 
 spanker, so that by pressing h»M' (juarter to leeward the tide may 
 strike on the port bow. If when the yards are braced in this 
 maimer, the vessel should slew broadside on, there will be no 
 danger of her fouling her anchor; should she slew with her head 
 to port, the head yards can be braced aback, and if with her head 
 
166 
 
 Accidents. 
 
 to starboard, the foreyard can be filled and a staysail run up if 
 necessary, so that she may be kept clear from her anchor. 
 
 ACCIDENTS. 
 
 iilihi i 
 
 
 ;;, h' 
 
 268. Weather brace and parrel of inaintop^allant yard 
 carried away. — While a vessel is by the wind, the parrel of the 
 maintopgallant yard is carried away, and with the surge forward, 
 it snaps the weather brace. Now it must be borne in mind, that 
 the weather brace and the lee sheet command a square sail, and 
 so having lost one of these, we must turn our attention to the 
 other. Let go the lee brace and start the lee sheet, which will 
 cause the weather yard arm to fly in aft. Stand by to lower the yard 
 as the sail comes aback, hauling in the weather clewline as the 
 yard comes down. When the yard is down on the lift, have a 
 nand aloft to pass a small lashing round the tye and the mast, so 
 that the yard may be secured to the Intter. Now get a preventer 
 brace on the weather yard aim, making a bowline knot 
 round the weather topgallant lift at t.ie masthead and letting it 
 slip down to the yard arm, throw the other end on deck, outside 
 all, and leading it aft, steady taut. 
 
 209. Pan-el carried away while riiuning. — Brace the yard 
 bye and lower it, keeping the ship with the wind on the quarter, 
 so as to shiver the sail and bring the yard to the mast. Hands 
 must now be scut aloft to secure the yard to the mast while the 
 sail is shivering. 
 
 370. Parrel ofthe luaiiitopsail yar«l carried away. — Suppose 
 it ill! old fashioned topsail, and to be double reefed, for it is more 
 likely to be carried away so than when mastheaded, the pari-el 
 being then to a great extent relieved by the tye. First haul up 
 the clews of the mainsail ; round in on the weather main brace 
 and thereby throw the sail to the mast. Gel the mast in the 
 rolling chocks of the yard, steady taut the weather malntopsail 
 brace and lit a temporary parrel. 
 
 271. TriisH oithelower yard carried a way. — Get a couple of 
 good sized top blocks. whos(,' swallow is suflicientiy larg(> to take 
 a small hawser; lash Ihom to th(> lowerniast just .ibove the truss 
 band. Reeve the ends of the hawser through tliem. take the port 
 end over lo the starboard side and make it fast to the yard outside 
 the truss hand ; in a similar way, take the star]>oard end over 
 and secure it to the port side of the yard; the bight of the 
 hawser leads down on deck abaft the mast. Now to each of its 
 parts clap on a good lulf tackle and haul taut, in bracing up the 
 yard it will be necessaiy to slack the lee tackle, so that the 
 weather quarter of the yard may be allowed to go forward. 
 
Accidents. 
 
 167 
 
 272. Lanyards of riKgriiig earned away. — These will of course 
 be on the weather side, therefore, down with the helm and bring 
 the. vessel upon the other tack. If circumstances will not allow 
 this, or if sailing with the wind large, up helm and thus bring 
 the wind upon the ojjposile side; now reive new lanyards and 
 set up afresh. 
 
 273. Bobstays carried away. — This usually occurs when 
 the vessel is being driven against a head sea. Upon the supposition 
 that there is plenty of sea room, together with favorable weather, 
 take in the aftei-*^ fore and aft canvass, up helm, and run the 
 vessel before; the wind, after which the bowsprit may be secured 
 by one of the following methods. 
 
 (a). If there is plenty of steeve in the spar and the hawsepipes 
 are well down, get the end of a stream chain out through the 
 hawsepipe and make it fast round the bowsprit end ; take the 
 other end of the chain out through the hawsepipe and secure it 
 also to the bowsprit ; now take the inboard parts of the chain to the 
 windlass, first settling in the slack of each separately so that they 
 shall bear an equal strain, heave round and set them both up 
 taut. 
 
 (b). If the bowsprit has but little steeve and the hawsepipes 
 are well up, get the ends of the chain out through the hawsepipes 
 and secured to the bowsprit as described in (oi, now have a 
 martingale rigged under the bowsprit, clove hitch the chain 
 round its lower end and heave taut. 
 
 (c). Get a good strong tackle and lash its fall part under the 
 outer end of the bowsprit. Pass out the end of a stream chain 
 through the bow pipe, take it round the bows outside all and 
 pass it inboard again through the opposite pipe ; this chain will 
 be used as bridle. Take another piece of chain which is just 
 about long enough to reach from the head rail to the fore foot, 
 and to one of its ends hook on the lower block of the tackle which 
 is secured to the bowsprit, then shackh; the other end on to the 
 chain bridle whm'e it crosses the middle of the cutwater. Now 
 let the bridle slip, and when it falls under the fore foot, haul it 
 taut and well secure it, then clap on to the tackle and set up the 
 new bobstay. In this manner a long stay will be ohtamed. 
 which, reaching from the bowsprit end to the fore foot, will 
 prove a sufficient support for any sp;u-. Should the bobstays 
 carry away while beating out of harbor, it would be advisable to 
 run back again and repair damages. 
 
 274. Bowsprit sprung:. — Fish it with small spars and cluiin 
 lashings, wedging oil'tho lashing after it has been hove in well 
 taut. 
 
 275. Bowsprit carried away.— The first immediate necessity 
 is to secure the foremast. Take in the after fore and aft canvass, 
 check the lee fore braces, square the mainyard and get the vessel 
 
168 
 
 Accidents. 
 
 IP' 
 
 
 Hi Uil 
 
 kIh 
 
 nUn 
 
 
 !^r 
 
 
 before the wind. Get tackles from the foremast head and hook 
 them to strops toggled through the hawsepipes, or should thi^y be 
 
 E lugged, get a large strop round the fore part of the cutwater and 
 ring the other part up between the knightheads ; having the 
 tackles hooked, set them well taut. The bowsprit being of course 
 alongside, get hold of the topmast stays and unreeve them from 
 the bees ; get tackles on them and hook the tackles to the strop 
 which is made fast round the cutwater, and having set them up, 
 the topmast will be secured. The next thing to be done is to get 
 the wreck hung up alongside. First get hold of both parts of the 
 jib stay, lash them together, and with the strop so formed and a 
 tackle from the masthead, hoist up the jibboom. This being 
 secured, try to get the high*, of a hawser round the bowsprit end, 
 form a bowline knot in it, and let it run down and jam on the 
 bowsprit ; take the hawser away forward, place it in the warping 
 chock and from thence to the windlass ; now heave away until 
 the spar is lifted out of the water, when the bobstays, bowsprit 
 shrouds, etc., can be cast off. All the gear being detached, try 
 to drive off the lower cap and save the jibboom, so that it may be 
 used for a jury bowsprit. When this is done, reeve the jibboom 
 in the vacant place, securing the heel in the bowsprit bed, and fit 
 with a gammoning, bobstay and bowsprit shrouds. The fore and 
 foretopmast stays will have to be set up to a strop fitted round the 
 cutwater and in between the knightheads. If additional strength 
 is required to the temporary bowsprit, another spar can be lashed 
 to it with chains. 
 
 276. Lower trestletrees sprung. — Secure the heel of the 
 topmast by passing turns of chain through the sheave hole in the 
 topmast heel and up over the cap. When sufficient turns have 
 been taken, frap all together. 
 
 277. Cap or Mast-tenon decayed. — When from any cause 
 the cap becomes insecure, a Spanish cap should be made. This 
 consists of a number of turns of chain passed round both masts, 
 just under the cap ; frap them together netween the doublings of 
 the mast and wedge them off if necessary. This is also applicable 
 to a bowsprit cap. 
 
 278. Lower masthead sprung. — A large spar should be 
 lashed up and down on the aft side of the mast, well securing it 
 with chain lashings and wedges. 
 
 27». Lower yard sprung. — Fish it by lashing small spars 
 with chain to the yard, wedging the lashing off well. If the 
 defect is at the yardarm, a preventer lift should be fitted to the 
 yard. 
 
 280. Topmast carried away. — Say it is a foretopmast and 
 the vessel is by the wind. Up with the helm and square the 
 mainyard, so that the wreck may be brought to the weather side. 
 As the wind comes on the opposite side brace up the mainyard, 
 
Accidf.nls. 
 
 16i) 
 
 of the 
 
 and so let the vessel lay abox, the fore yard not being in a posi- 
 tion to be swung, in consequence r,f the wreck which is hanging 
 on to the fore side of it. Send a large topblock and a small 
 hawser in the top ; lash the block to the lowermast head, and 
 when rove, overhaul the hawser down on the fore side of the fore 
 sail and bend it on to the middle of the topsail yard ; unparrei 
 the yard and send it down across the forecastle. Now bend on 
 the hawser to the upper part of the topmast and raise it enough 
 to slacken the topmast rigging ; send a second line down on the 
 fore side of the sail, reeve it in the sheave hole in the heel of the 
 topgallant mast, steady it taut, come up the topgallant rigging, 
 free the topgallant mast of the topmast crosstrees and lower them 
 on deck. Raise the wrecked topmast high enough to permit the 
 crosstrees, rigging, backstays, etc., to be taken off the masthead, 
 and they had better be hoisted into the top and placed over the 
 cap, really Tor going on end again. Now if no spare topmast is 
 to hand, cut a fid hole hi the upper half (masthead half) of the 
 broken spar, send it on end and rig it. Take kinks in the rigging 
 and backstays, securing each kink with two lashings. Set up the 
 gear, send the topsail yard aloft with the sail bent on, lake two 
 reefs in the latter and set it, for half a loaf is better than no bread. 
 The topgallant mast may be sent on end and the topgallant sail 
 set. If the jib is found to be too long in the leech, use a long 
 tack lashing, which will remedy as much of the defect as is 
 possible. 
 
 RUDDER DAMAGED OR LOST. 
 
 cause 
 
 . This 
 
 masts, 
 
 ings of 
 
 ilicable 
 
 spars 
 
 If the 
 
 L to the 
 
 381. Steering by suilM. — If it should be desirable to steer a 
 vessel on a wind by her sails, brace the fore yard sharp up and 
 let the after yards be checked in about a piint and a half. It 
 will then be seen that as the vessel conies up to the wind, the 
 after canvass will be on the shake, and the snip having nothing 
 but her head sail upon her, will naturally fall otf until s!ie is met 
 by the after canvass, which will check and bring her to the wind. 
 
 282. Rudder stock carried away. — If this is carried away 
 above the woodlock so that the lower part of the rudd('r is left in 
 place, get a lanyard rope middled and clovehitch(?d to the crown 
 of a kedge, whose stock must be unshipped. Bend a hawser to 
 the ring of the kedge and anothei- to its fluke, and load the 
 hawsers away forward one on each side of the ship. By the rope 
 at its crown, lower the kedge over the stern until it is halfway 
 down the remaining portion of the rudder, then haul forward on 
 the fore guys or hawsers, until the after end of the rudder is 
 hooked fast by the fluke of the anchor. Upon ea<'h side of tlie 
 vessel forward, rig out a spar, having the block of a tackle lashed on 
 
n 
 
 I lii' ii 
 
 i m 
 
 m 
 
 li' I H.'tS 
 
 I iiilil 
 
 170 
 
 Accidents. 
 
 to it, the other block of each tackle is then made fast to the fore 
 end of the guy which is upon its own side of the ship, and by 
 getting leading blocks, the falls of the tackles may be brought to 
 the ban ^I of the wheel, and the vessel steered by their means 
 wi'h very little trouble. 
 
 283. Temporary steering apparatus. — With the rudder gone, 
 no matter how it occurs, some plan must be adopted whereby the 
 vessel can be steered. Collect the following articles : — an empty 
 water cask, a pair of chain water cask slings, a spar of sufficient 
 length that when laid from rail to rail it will project well ovei on 
 both sides, and a couple of topblocks. Lash one of the topblocks 
 to each end of the spar and place it across the rail, a little on the 
 fore side of the wheel, securing it there, and having guys leading 
 forward from its ends, of necessary. Sling the water cask with 
 the chain slings, placing them over each end and racking the 
 rings to the standing part, now frap or snake them together. Bend 
 on the hawser to the ring of the water cask slings, get the cask 
 over the stern, ond pay out about twenty fathoms on the hawser. 
 Get about sixty fathoms of lanyard rope, pass turns of it round 
 the barrel of the wheel taking care to leave equal ends, each of 
 which is then rove through one of the blocks at the end of the 
 spar. Make both ends fast to the hawser, which latter is then 
 paid out until both parts of the lanyard rope are nearly taut. 
 Make the hawser fast amidships, and this apparatus, which 
 can be rigged in an hour is ready for service. 
 
 284. Making a Jury Rudder. — Look up the following ma- 
 terials : — a spare topmast, a quantity of small chain, some stuff 
 for bolting, and several short lengths of a stout spar with which 
 to form the body of the rudder. Ascertain the length of the 
 rudder stock by running a small spar down the rudder trunk 
 until it comes upon one of the draft figures upon the sternnost ; 
 mark the spar where it comes level with the rail and add this 
 length to the draft of water nieasm-ed from, and this will give the 
 length of stock required. Cut two holes in the rudder stock, one; 
 about three feet from the heel and the other at what will be about 
 flv«> feet down from the lower edge of the rudder trunk. Now, 
 make and holt the frame together, plank nj) the sides, lejiving 
 space at the heel in which to place the ballast. Reeve the chains 
 through the two mortice holes in the rudder stock, and lake the 
 heel chains forward, outside; of all, to the foie side of the main 
 channels, and those at tin; upiier part of the stock in through the 
 mizen chains, in both cases nringiiig the port chain to the star- 
 hoard side of *he vessel and vice vrrsn. Get a rope down through 
 the rudder trunk, and after bringing it aboard again over the 
 stern, make it fast to Ih rudder lu.'ad. If it should be a matter 
 of doubt, wliether the I.ailail will he sulllcient to sink the rnddei- 
 when thrown overboard, drive a staple or a timber dog into each 
 side of the heel of the rudd« r, reeve the end of a lanyard rop*? 
 
Accidents, 
 
 171 
 
 through each, and afterwards make the ends fast to the rudder 
 head ; to the bight of this rope sling a kedge, crown up, and 
 have a good rope bent on to its I'ing which (leaving a good slack) 
 is to be taken forward. Launch the rudder over to windward 
 and haul in on the head rope and lei; heel chain, until the licad 
 of the rudder is got into the rudder trunk ; directly it is entered, 
 clap on to all the chains and get the rudder up and down. 
 Wnen this has been got into its place, cast oif one of the ends of 
 the lanyard holding the kedge, which immediately frees itself 
 and swings away forward and is taken aboard ; unreeve th(> 
 lanyard rope. Although the; rudder is now in its place, it will 
 be necessary to rig a purchase to prevent it from jumping up ; 
 this can be donn by placing a plan' or spar right over the rudder 
 head, securing it to the rail at both sides. Ship a tiller in tiie 
 fid hole, reeve the wheel ropes and take them to the barrel of 
 the wheel. 
 
 lUg ma- 
 me stuff 
 1 which 
 of the 
 r trunk 
 M-npost ; 
 i(Ul this 
 ^ive the 
 Vrk, one 
 )e about 
 Now, 
 caving 
 chains 
 ake the 
 le main 
 ugh the 
 he star- 
 hrovigh 
 ver the 
 matter 
 rudder 
 to each 
 rd rope 
 
 VESSEL ASHORE— CARRYLNa OUT AN ANCHOR. 
 
 285. VcHsel broadside oil. — Suppose a vessel in stays has 
 touched upon a sandbank and is nov/ broadside on, it thus 
 becomes necessary to get an anchor out by which to warp her off. 
 First thing, get all the yards nointed to the wind, haul up the 
 courses, let go the topgallant li;t,lliards and run down the jibs. 
 Have the largest boat taken to the lee; side of ihe ship, and lower 
 into her the str(>am anchor and hawser, together with a buoyrop,? 
 and buoy for the anchor. Run away with the boat ri^'ht to 
 windward, drop the ancho/ and bring the hawser back to the 
 vessel's lee bow, pass the end aboard -ind com lence to heave the 
 shij_} off. When her head begins to cant towards the anchor, 
 assist her if |>ossible with the foretopsail. Having hove the 
 vessel off to her anchor, dioi) ihe bower and heave up the stream 
 anchor. Doubtless it will be necessary to have another fleet of 
 liawsfM", before the vessel is in a safe position. 
 
 liHU. VesHol Nteiii oil. — It now bt»comes necessary to carry 
 out the bower anchor and say ninety fathoms of chain; now, 
 first, let it be supposed there is no boat aboard large enough for 
 the work. Hun away the kedge with a gu(;sswarp. Hang the 
 anchor to the cathead, crown up. Get two boats alongside, and 
 lay a couple of good stout spars right across the gunwales of the 
 two boats, one forward and the other aft; now, leaving a good 
 space between the two boats, lash the spai's to the thwarts. Gel 
 the boats under the cathead, lower the anchor down so that the 
 stock comics betwe;:n the boats, and secure the ring to th(! after 
 spar; now lower away irntil th(> crown of the anchor is to hand, 
 when it is to be lashed to the foremast spar. Take in as mucji 
 chain as the boats will carry, then mishackle, haul out by tin- 
 guesswarp and drop the anchor. Ah the boats ;ire lunng brought 
 Dack to the ship, pay out the chain as far as it will go, buoying 
 
172 
 
 Accidents 
 
 :^%. 
 
 the end to ♦he smaller of the two boats ; now cast oft' the spars 
 connecting the boats, and send the larger one back for the 
 remainder of the chain, oi;* as much as she can carry. Proceed 
 in this manner until the whole of the chain required is paid out. 
 But if there is a boat large enoiigh to carry the anchor out by 
 herself, then sling it to die bo-^.t's stern, crown up ; pass the chain 
 away foi-waro under the boat's bottom and secure the bight. 
 Now stow as mu(;h chain in her bows as the boat will carry, 
 haul her out by the guesswarp until in the pf>sition selected 
 for dropping the anchor, when the boat is to be slewed round, 
 stern on, and the anchor dropped. The chain in the boat is to be 
 paid out and the end buoyed by a small boat, while the larg(( 
 boat returns for more chaiii, as before described. When enough 
 chain has been paid out, take the end in through the stern 
 pipes, clap strong purchases upon it and heave away. When the 
 vessel is hovi; oif to her anchor, lei her swinu round to ll e kedg(! 
 and fleet the chain cable forward to the hawsepipe ; the anchor 
 can then be hove up if necessary. 
 
 MAKING A BAFT. 
 
 287. If it becomes necessary to desert a vessel aitei having 
 lost all Uie boats, a raft may be riggi'd, whic.i if securely lashed 
 together, w(»uld allow a crew to spend time enough upon it to 
 enable them to make some ccesi(l(M'able distancf. <i(>t three 
 topmast studdiupail booms, or any other such spars, scjuare theii' 
 heels and lash their other ends rathe :■ loosely together, nailing 
 or spiking Iho turns when [tassed, so that they cannot possiiily 
 come alrift. Now stand tl • spirs upon their heels and open 
 them out as far as the head lashing will allow, so as to make a 
 tripod or three leggel stand. Lash a soar, low dowii, from leg to 
 leg on each side. Now starting parallel with anyone of these 
 spars, lash souk? others to the rem •. ling two; they mist be 
 placed wide enough apart to allow about one-third of iba bilge of 
 a puncheon to lay between them; there ought to be room enough 
 in th:' long(;st space to admit three puncheons end on to one 
 another, there would then hi' , lace in the middle compartment 
 for two purcheons and one in the next. Having placed the pmi- 
 
 )h 
 
 bi 
 
 h sh( 
 
 th( 
 
Rule of the Road. 
 
 RULE OF THE ROAD. 
 
 173 
 
 VESSEL'S LIGHTS. 
 
 288. SalUuiT Vessels carry a Red light upon the port side, 
 and a Green light upon the starboard side; each light is visible 
 ten points round the horizon, that is, from right ahead to two 
 points abaft the beam, and in clear weather should be seen when 
 about two miles off. As small vessels in bad weather cannot 
 always carry these lights in their proper places, they are allowed 
 to keep them on deck, on their respective sides, ready for instant 
 use. 
 
 28» Steam Vessels have in addition to the above lights, a 
 BniiiHT mast-head light, visible twenty points round the horizon, 
 that is, through the whole range of the side lights, and if clear, 
 it should be seen about five miles distant. 
 
 2J)0. Steam Vessels when 1;owl»g other ships have two 
 BRIGHT mast-head lights, instead of one ; they are carried verti- 
 cally. 
 
 291. Steam Vessels under sail only are to be considered as 
 sailing vessels. 
 
 2«2. Steam Vessels laying Telegraphic cable)) carry two hei) 
 lights, not less than three feet apart, upon their foremast head ' 
 while by day they shew two black balls similarly placed. 
 
 20«. Fisliing Vessels and open boats if they do not carry the 
 ordinary lights of a sailing v(!ss('l, must have a lantern with a 
 gn.M'n slide on the one side; and a red (me upon the other, so lliat 
 upon lh(^ ap[)roach of other vessels, they may be enabled to shew 
 the liglit proper to the side upon which tlu; vehsel is ai)proachiug. 
 Fishing Vessels laying to their nets must exhibit a luuiiirr mast- 
 head light, and if they consider it advisable, they may also use 
 a Flare-up in additu)n. On the French coast, Fishing Vessels 
 laying to their nets nuist use two rukiht masthead lights, not 
 less than [\\xvv feet apart. 
 
 2»4. Pilot Vessels will only carry a mrkuit light at the mas! 
 head, visible all round M»e luui/.ou ; hut they will also he re(|uire(l 
 to exliibit a flare up light ov(M'y flfte(Mi mintitt^s. 
 
 20fl. Vessels at anchor shall exhibit where best sei'u, but not 
 <!xceediug twenty f(>(i|, from the d(!ck, a innuirr light vislbh' all 
 round the horizon. 
 
 2fMt. A Vessel's movonieiits as sliewn by her lightn.— (u) II 
 
 the two lights of a sailijig vessel, or the three ligUli of a sleam 
 vessel, are visible, such vessel is bearing down upon you end on. 
 
 (t>) If the Red light o!f a vessel is seen upon the Port bow, she is 
 
\i i''isi i| U. 
 
 174 
 
 Rule of the Rond. 
 
 passing you to port ; but if it is seen upon the Starboard bow, ^h6 
 is crossing you to port. 
 
 (C) If the Green light of a vessel is seen upon the Starboard bow. 
 she is passing you to starboard ; but if it is seen upon your Port 
 bow, she is crossing you to starboard. 
 
 4 t 
 
 FOG SIGNALS. 
 
 Saillnj? vessels shall use a fog-horn when under weigh, other- 
 wise, a bell. 
 
 Steam vessels shall use a steam whistle when under steam. 
 The whistle must be placed before the funnel, not less than eight 
 feet from the deck. If she is under sail only, tlie same rule applies 
 as if she were a sailing vessel. These signals must be made not 
 less than every five minutes. 
 
 " It 
 
 
 i n, 
 
 PILOTAGE SIGNALS. 
 
 J99. Vessels requiring a Pilot will in the day-time hoist at 
 the fon;, the lack or other National ^o/or usually worn by Merchant 
 Shi()S, having round it a while border one fifth of the breadth of 
 the flag, or they will iioist the Commercial Code Signal P T. At 
 night a blue light ev(M'y liftoen minutes, or a bright while light 
 flashed or shewn at short or frequent intervals, just above the 
 bulwarks for about a miuute at a time. 
 
 DISTRESS SIGNALS. 
 
 300.Tntlie Day-time the following signals numbered 1, 2 and 
 ;{, when used or dispbiyed toge'her or separately shall be deemed 
 to be signals of distress in the day-time : 
 
 1. A Gun llred at intervals of about a minute. 
 
 2. The Commercial Code Signal of distress indicated by 
 NG. 
 
 3. The Distant Signal, consisting of a square flag, having 
 either above or below it, a ball or anything resembling a ball. 
 (The Kneign, Union down, has been advisjsdly omitted, because 
 many foreigu flags are the same whether right side or wrong side 
 up ; and because it is hoped that all these propos(!d signals maj 
 become internutional.) 
 
 :iOl. At Niirhi, the following signals, numbered I, 2, H and 4. 
 rvhen used or di8|)layed together, m- separartely, shall be deemed 
 to btt signals of distress at aighl : — 
 
 1. A Guii fired .M intervals of alKHii a nunute. 
 
 '2. Flames on !he ship (as from a burning tar barni, oil 
 barrel, Aic. ) 
 
 :*. Rock«;lH of any color or deecrij^on, fired on "' i^ i.iM. ai 
 intervals of ahoul fivr minuttjb 
 
 ¥ ' 
 
Rule of the Road. 
 
 175 
 
 4. Blue lights burned oue at a time, at intervals of about ^uc 
 
 ID' mites. 
 
 og- 
 
 iUyi. TMK ARTICLES OF THE MERCHANT 
 SHIPPING ACT, GIVING THE STEER- 
 ING AND SAILING RULES. 
 
 Art. It. If two Sailing Ships are meeting End on Two HaUi.B 
 or nearly End • on so as to involve Risk of Collision, '"•*'•"' *"'•"' 
 the Helms of both shall be put to Port, so that each 
 may pass on the Port Side of the other. 
 
 Art. 12. When two Sailing Ships are crossing so Two saiiinft 
 as to involve Risk of Collision, then, if they have ^^'^ oro«gu.« 
 the Wind on different Sides, the Ship with the 
 Wind on the Port Side shall keep out of the Way 
 of the Ship with the Wind on the Starboard Side ; 
 except in the Case in which the Ship with the Wind 
 on the Port Side is close hauled and the other Ship 
 free, in which Case the latter Ship shall keep out 
 of trie Way ; but if they have the Wind on the 
 same Side, or if One of them has the Wind aft, the 
 Ship which is to windward shall keep out of the 
 Way of the Ship which is to leeward. 
 
 Art. 13. If Two Ships imder Steam are meet -ug Two Ships 
 End on or nearly End on • soas to involve Risk of ^"'iting.''*"' 
 Collision, the Helms of both shall be put to Port, so 
 that each may pass on the Port Side of the other. 
 
 Art. 1 i. If Two Ships under Steam are crossing so Twoshiiw 
 as to involve Risk of Collision, the Ship which has ;';;iJf„J'""" 
 the other on her own Starboard Side shall keep out 
 of the Way of the other. 
 
 Art. 15. If Two Ship-', one of which is a Sailing sauinn ship 
 Ship, and the other a Steam Ship, are proceeding iu *",^„^''''"'"**'" 
 such Directions as to involve Risk of Collision, the 
 Steam Ship shall keep out of r,he Way of the Sail- 
 ing Ship. 
 
 •The only CancR in which ArtlclcB 11 and 13 Rpply, wrii 
 wht^n HhipH arc m.^oting Em! on, or ntinrly End on, in tueh n 
 manner it» to involvo ri»k qf r.oUmon ; In othor wordii, in janes In 
 which bif day 'lat'h »hlp hcpb th« maMtR of thii (ttht-r Ik a lino or 
 nearly in a iln" with hor own ; and by ni</hl to t<iiH»>H In which 
 each Hhip ia in nuvh a positiou as to huo both the uido Ug/itn of 
 the othur. 
 
176 
 
 Rule of the Road. 
 
 Ships under Art. 16. Every Steam Ship, when approaching 
 BiMken'speed. another Ship SO as to involve Risk of Collision, shall 
 slacken her Speed, or, if necessary, stop and re- 
 verse ; and every Steam Ship shall, when in a Fog. 
 go at a moderate speed. 
 
 Art. 1 7. Every Vessel overtaking any other Vessel 
 shall keep out of the Way of the said last-ir.dntioned 
 Vessel. 
 
 Art. 18. Where by the above Rules One of Two 
 Ships is to keep out of the Way, the other shall 
 keep her Course, subject to the Qualifications con- 
 tained in the following Article. 
 
 Art. 19. In obeying and construing these Rules, 
 due regard must be had to all Dangers of Naviga- 
 tion ; and due regard must also be had to any spe- 
 cial Circumstances whch may exist in any particu- 
 lar Case, rendering a Departure from tne above 
 Rules necessary in order to avoid immediate Danger. 
 
 No shiD, under Art. 20. Nothing in these Rules shall exonerate 
 SciiTo™ ^^y Sliip, or the Owner, or Master, or Crew thereof, 
 ™i*«ot'proi)er from tile Consequences of any Neglect to carry 
 »m»t nn. Lj^gj^^g qj. gignals, or of any Neglect to keep a pro- 
 jHU' Lookout, or of the Neglect of any Piecaution 
 which may be required by tlie ordinary Practice of 
 Sfr»amen, or by the special Circumstances of the 
 Case. 
 
 Vessels orer- 
 tAkine other 
 Vessels. 
 
 Construction 
 of Articles 
 12, 14, 15, 
 and 17. 
 
 Proyiso to 
 save special 
 Coses. 
 
 Preckutiong- 
 
 Art. 11. Si deux navires k voiles so rencontrenl 
 eouraut I'un sur I'antre, directement ou a-peu-pn's, 
 et qu'il y ait risque d'abordage, tons deux viennent 
 sur tribord, pour passer a hilbord I'un de 1' autre. 
 
 Art. 12. Loi'sque deux navirt^s a voiles font des 
 routes qui »e croisent et les exposent a un aburdage. 
 s'lis out des aniiu-es differentes, le navirc qui a les 
 aniures k bAboid maium'x re do maniere a nv pus 
 gi^ner la route de ctlui uui a le vent de tribord ; 
 toutcfois, dans le oasoii le Mtimentqui a les Jiniures 
 4 battord est ail plus pros, taiulis que raulre f" dii 
 targue. celui-ci dolt mnud^uvrerdo maniere k ne pas 
 gt'^ner le bAtimentqui I'sl au plun pros. Mais, si Pun 
 rjps deux t»si vttnl amt^re ou s'iln «; 1, ]o vent du 
 uit^me bord, le uavire qui <wt vent arriere ou qui 
 abor(,-»»it TavUrt' sous le vent maiui'nvre poor ue pas 
 geuoi la route de oe dernioi uavire. 
 
Rule of the Road. 
 
 Art. 13. Si deu.x navires sous vapeur se rencon- 
 trent couraiit I'un sur I'autre, directement ou a-peu- 
 pres, et qu'il y ait risni': d'abordage, tous deux 
 viennent sur tribord, pour passer a bdbord I'un de 
 I'autre. 
 
 Art. 14. Si deux navires sous vapeur font des 
 routes qui se croisent et les exposent a s'aborder, 
 celui qui voit I'autre par triborcf manoeuvre de ma- 
 niere a ne pas gener la route de ce navire. 
 
 Art. 15. Si deux navires, I'un a voiles, I'autre 
 sous vapeur, font des routes qui les exposent k 
 s'aborder, le navire sous vapeur mancBuvre de ma- 
 niere k ne pas g^ner la route du navire k voiles. 
 
 Art. 16. Tout navire sous vapeur, qui approche 
 un autre navire de manit're qu'il y ait risque d'a- 
 bordage, doit diminuer sa vitesse ou stopper et mar- 
 cher en arriere, s'il est n^cessaire. Tout navire sous 
 vapeur doit, en temps de brume, avoir une vitesse 
 mod6r6e. 
 
 Art. 17. Tout navire qui en d^passe un autre gou- 
 verne de manicre a ne pas gr iier la route de ce 
 navire. 
 
 Art. 18. Lorsque, par suite des regies qai pr6- 
 cedent, I'un des deux bAtimentsdoit manoRiivrer de 
 maniere a ne pas gAner I'autre, celui-ci doit n6an- 
 moins nubordonner sa manoeuvre aux regies enon- 
 c6e8 k r article suivant. 
 
 177 
 
 Art. 19. fi]n se conformant aux regie* (jiii pr6- 
 codent, les n.Tvires doivent tenir compte de tous les 
 dangers de la navigation. lis auront 6gard aux cir- 
 constaiirf'B |^»arti< ulu-res qui [jeuvent rendro n^ces- 
 saire une d^^rogatiow 4 ces regies, afln de parer k un 
 p6ril imm6diat. 
 
 Art. 20. Rien dans le« reglen ci-dessus ne saurait 
 aflViin' liir iin navire, quel qu'il soit, ses arniateun*. 
 son <'apitaiiie ou son ^^|nipage, des cons^quencei* 
 d'liu! omission de porter i^s fenx ou signanx, d'un 
 del'antde surveillance convtMiable, ou, eniln, d'lmc 
 neglip Mice qjielcoiKiue de» precautions commandoes 
 l»nr la ,)r»tique onlinaue de ia navigation ou par les 
 circonitancos parlicnlieres de la situation. 
 
 u 
 
Il t« 
 
 178 
 
 Rule of the Road. 
 
 REMARKS UPON THE STEERING AND SAILING RULES. 
 
 303. As detailed in i296) the position and color of the light 
 seen, shews, not only whether the vessel to which it belongs is 
 passing or crossing yon, but it also points out the s de upon 
 which she will pass in the one case, or towards which she will 
 cross your bows in the other. Knowing this then, it ought to be 
 a very simple matter for you to determine what course to adopt 
 to avoid danger. But a very erroneous idea has unfortunately 
 become jtrevaleut among seamen, which is, that in all cases, 
 where a green light is seen the helm must be put to starboard, or 
 to port for a red light. Now this generalisation of the rule is only 
 half tru(!. for while the way in which the helm is to be put, if al- 
 tered at all, is right, the " in all cases " is decidedly wrong, as it will 
 be endcavoi-ed to mjike evident. In the practical comprehension 
 of the rule of the road, the main fact to be borne in mind is, that 
 the rule of the road at night is exactly the same as it is by day: but as 
 in the day a vessel's course is at once manifest, at night, it is very 
 often otlierwise, and consequently lights are borne, which while 
 they give notice of the approach of the vessel, also indicate, as 
 above laid down, the direction in which she is approaching. This 
 being understood, then, if two vessels are crossing one another, the 
 one will see a red and the other a green light ; it is plain, that if the 
 one which sees a red light ports, while the other starboards because 
 he sees a green one, that a collision is almost inevitable ; while 
 on the contrary, if they had governed themselves by the rule 
 of the road, aihl wm hiid stood on, while the other put her 
 lielin so as to keep clear, an accident would have been impossible. 
 A few examples will be given of the leading cases of v<?s8els 
 eeting under risk of collision, which whileshewing what ought 
 to be done to avoid danger, has also (except :ii the first example) 
 special reference to exposing the error of always putting the helm 
 according to the light seen. 
 
 Kx. I. In Plate V Fig. I is given an illustration of wo vesstds 
 
 meeting end on ; here the vessels are in full view of both each 
 
 others lights, and acconling to .\rticle II the helnit^ of both am 
 
 [Hit to port, and they go ch^ar of ou(> another as shewn by the 
 
 dotted ships. 
 
 Ex. 2. In the position given in plate V Fig. 2 it will be seen that. 
 
 A 8t>(>s a green light upon her port bow 
 
 B sees a red light upon lur starboard bow 
 
 both alter their liflms : — 
 
 A starboards ) , i . ,n: i 
 r> „ . > a ul coUuie. 
 
 B ports ) 
 
 Both vesst^ls being eloschauled, as A is upon the starboard 
 
 tack she keeps her course (Article 12i and U juuts. 
 
 \']i. :?. In Fig. -.1 
 
 A sees a red light upon the starboard bow 
 B sees a green light \ipon the port bow 
 
JRule cf ihe Rcetd. 
 
 PLATE V. 
 
 Fia I. 
 
 C 
 
 B 
 
 — ^ 
 
 Wind — Wb^t 
 
 '9ftnfiC — i»it 
 
 M 
 
 B 
 
 
 >0 
 
 B|^^ 
 
 ,--> 
 
 B 
 
 A 
 
 F,a£ 
 
 /.-- 
 
 / 
 
 A 
 
 i? 
 
 Fiq,3 
 
 * 
 
 / 
 
 \ 
 
 Fiqi 
 
 V 
 
 r^. 
 
 B 
 
 # 
 
 V 
 
 \» AS 
 
 * 
 
11 
 
 S( 
 
liule of the Road. 
 
 179 
 
 both vessels shift their helms ; — 
 
 BsSoa,* }«n".o"ide. 
 There is no difliculty here, A is on the starboard tack and 
 iinder all circumstances would <fand on ; B is free and starboards. 
 
 Ex. 4. In Fig. 4. 
 
 A sees a red light upon the staiboard bow 
 B sees a green light upon the jjort bow 
 both vessels alter their course. 
 
 BsUrtoards } and collide. 
 
 This is a case which requires some consideration ; B is upon 
 the port tack and consequently if the approaching vessel is close 
 hauled, B has to give way, but, on the other hand, if A is going 
 free, as in Fig. 4, B stands on and A gets out of the way. Now 
 upon an examination of Figs. 4 and 5 it is seen, that as long as B 
 sees A upon his weather bow, A is going free and consequently 
 the responsibility of keeping out of collision rests with the latter. 
 If however A is seen at Aishe is right ahead and both vessels 
 port; if she is to the southward of A i then she appears upon B's 
 tee bow, and consequently although A will not be closehauled 
 until in the position of A 2 yet B must be all ready to starboard if 
 A stands on and gels broader upon her lee bow. 
 
 304. In the case of a steamer crossing a sailing vessel with 
 risk of collision, as the steamer is supjiosed to have a fair 
 wind she gets out of the way of the sailing vessel, which latter 
 keeps her course. When two steamers are crossing one another, 
 then as it is only the one which sees the oilier upon hei- own 
 starboard side that moves (Article 14), it follows, that under such 
 circumstances, the steamer which sees a red light upon her 
 starboard side, ports her helm, the other not seeing a red light, 
 keeping her course. 
 
 HEADS OF EXAMINATION 
 
 In Ihujulalions respect iny Lujhts and Fofj Sit/nals and in the Sfecrhuj 
 
 and Sailing Bulcs. 
 
 \. — "What light or lights are required by the regulations to be 
 exhibited by sailing vessels at anclior iii a roadstead or fairway? 
 
 A.- -: ''ne light only, viz., a white light 
 
 2. — What light or lights are re(|nired by the i-egnlations to be 
 exhibited by steam ships in a roadstead or fairway at anclior. 
 A. — The same as for sailing vessels. 
 
■V 
 
 ^A 
 
 
 IMAGE EVALUATION 
 TEST TARGET (MT-3) 
 
 
 €// 
 
 
 #^.^ ^^M 
 
 ^4 
 
 «?, 
 
 We. 
 
 '^ 
 
 1.0 
 
 I.I 
 
 II.25 
 
 1^ 1 2.8 
 
 ■50 '"^* 
 
 IIS 
 
 ■a 
 
 2.5 
 
 l" 
 
 |40 
 
 2.0 
 
 14 
 
 1.6 
 
 r 
 
 
 yj 
 
 /^ 
 
 '^ 
 
 :w ^ 
 
 ^^^"J" 
 
 
 Photographic 
 
 Sciences 
 
 Corporation 
 
 23 WIST MAIN bTRIIT 
 
 WIBSTM.N.Y, 145M 
 
 (n6) 12-4503 
 
 iV 
 
 ^ 
 
 k 
 
 ^^ 
 
 ^^ 
 
 %. 
 
 <> 
 
 
 ^ .^ ^1% 
 
 
 ;\ 
 
 r^y 
 
w 
 
180 
 
 Rule of the Road. 
 
 :\ 
 
 3. — Where is the anchor light to be exhibited ? 
 
 A. — Where il can best be seen. It must of course be placed 
 where there is the least possible chauce of obstruction from spars, 
 ropes, ^c, kc. 
 
 4. — ^To what height may the anchor light be hoisted ? 
 
 A. — It may be exhibited at a heigLi. of 20 feet above the dt^ck, 
 but not higher. 
 
 o. — What is the description of the lantern containing the 
 Huchor light required by the regulations ? 
 A. — Globular. 
 
 6. — In what direction or directions ^ust the anch a* light 
 show 1 
 
 A. — It must show a clear, unifarm, and unbroken light, visible 
 all round the horizon. 
 
 7. — At what distance mus*. it be visible ? 
 A. — At least one mile. 
 
 8 — What is the number of lights required by the regulation* 
 (0 be carried by sailing ships when imder weigh at night? 
 
 A.— Two. 
 
 9. — Of what colour are these lights, and how are they to be 
 placed on board the ship ? 
 
 A. — A green light on the starboard side, and a red light on the 
 port side. 
 
 10. — What description of light must be shown from the sides* 
 of sailing vessels under weigh ; and over how many points of the 
 I'ompass, and in what dire^Jtions, a..d bow far, an; they required 
 1.0 show ? 
 
 A. — Kach light must be so constructed as to show an uniform 
 and unbroken light over an arc of the horizon of 10 points of the 
 compass ; so ilxed as to throvv the light from right ahead to two 
 points abaft the beam on tlie starboard and port sides respect- 
 ively ; and of such f, character as to be visible on a dark night, 
 witli a dear atmosphere, at a distance of at least two miles. 
 
 11, — Wliat lights are they to carry when being towed atnigiil ? 
 A. — The same. 
 
 \2. — Ai-e the side ligbts re(|uired to be fitted with Bcreens; and 
 if so, on what side, and of what length, and how ? 
 
 A. — Yes, on the inboard sid(^ ; at least three feet in length, 
 meas\iring lorvvard from the light. They are to be so fitted as to 
 [u-event the ctdourcd light.n from biung seen across the bows. 
 
 I;}. — What is the number of lights reijuired by the regulalioiiH 
 to be carried by steam ships when nnd^r uteam at night ? 
 A.— Three lights. 
 
Rule of th? Road. 
 
 181 
 
 14. — Of what colour are these lights, and how are they to be 
 placed on board the ship ? 
 
 A. — White at the fore-mast head, green on the starboard side, 
 and red on the port side. 
 
 15. — Over how many points of the compass, in what direction, 
 and how far, is the fore mast-head light of a steamc- required to 
 show ? 
 
 A. — Over 20 points, viz., from right ahead to two points abaft 
 the beam on both sides. It must be of such a character as to be 
 visible on a dark night, with a clear atmosphere, at a distance of 
 at least five miles. 
 
 16. — Are they required to be fitted with screens ; and if so, on 
 which side, and of what length ? 
 
 A. — The green and red lights are to be fitted with screens on 
 Ihfi inboard side, extending at least three feet forward from the 
 light, as in the case of sailing vessels. 
 
 17. — Over how many points of the compass, in what, directions, 
 and how far, ai-e the coloured side lights of steamers required to 
 show ? 
 
 A. — Each light must be so constructed as to show an uniform 
 and unbroken light over an arc of the horizon ot 10 points of the 
 compass, so fixed as to throw the light from right ahead to two 
 points anaft the beam on the Starboard and port sides respect- 
 ively, and of such a character as to be visible on a dark night 
 witli a clear atmosphere at a distance of at least two miles. 
 
 18. — What description of lightf, are steamers required by the 
 regulations lo carry when they are not under steam, but under 
 sail onlv ? 
 
 A. — Side lights only, the same as sailing vessels. 
 
 19.— What exceptional lights are lo be carried by s nail sailing 
 vessels in certain cases ? 
 
 A,, — Whenever, as in the case of small vi.'ssels during had 
 weather, the green and red lights cannot be fixed, these lights 
 shall be kept on deck, on tin ir iMJspective sides of the vessel, 
 ready for instant exhibiron. Jind shall, on the Jipproach of or to 
 other vet^els, be exhibitod on their resitcctive sides in si.fJicient 
 time to prevent collision, in such manner a?, to mak-- Ihcni most 
 visible, and so that the green light shall not be seen on ilic port 
 side, nor the r»'(l light on the starboard side. 
 
 To inak(5 tli(! use of thest^ porlablc lights more certain .nid 
 easy, the lanterns i onlaiiiing them shall each be pai.ited outside 
 with the colour of the light they resjy^ectively contain, and (hall 
 be provided with ftuitable screens. 
 
182 
 
 Rule of the Road. 
 
 2 1 . —What description of light are sailing pilot vessels required 
 to carry ? 
 
 A. — Sailing pilot vessels are not to carry coloured side lights, 
 nut a white light like an anchor light, and to burn a Hare up 
 every 15 minutes. 
 
 22. — What lights are open boats and fishing boats required to 
 carry ? 
 
 A. — Open fishing boats an| other open boats shall not be 
 required to carry the side lights required for other vessels ; but 
 shall, if they do not carry such lights, carry a lantern having a 
 green slide on the one side and a red slide on the other side; and 
 on the approach of or to other vessels, such lantern shall be 
 exhibited in sulficient time to prevent collision, so that the green 
 light shall not be seen on the port side, nor the red light on the 
 starboard side. 
 
 Fishing vessels and open boats when at anchor, or attached 
 to their nets and stationary, shall exhibit a bright white light. 
 
 23. — May open boats use a flare up ? . ^ 
 
 A. — Yes, if considersd expedient. 
 
 24. — Is the flare up to be shown by open boats instead of or in 
 addition to the lantern with the coloured slides ? 
 
 A — The flare up must bo in addition to the lantern with the 
 ■two coloured slides. 
 
 2.').-— What lights are steam shi[)s re(|ui)'ed to • ai-ry when 
 towinj.; oilier ships '! 
 
 A. — Sleani ships, when towing other ships, shall carry two 
 bright white mast-head lights vertically, in addition to their sidw 
 lights, so as to distinguish them from other steam ships. Each of 
 these mast-head lights shall be ui the sann; construction and cha- 
 i-acter as the mast-head lights which other steam ships are 
 required to carry. 
 
 2(). — Are sailing vc'ssels reijuired to use any f«ignals when a I 
 anchor or when sailing in thick weather or n\ a log ; and if so, 
 what are Ihc^y '( 
 
 A. — Yes ; a fog horn and a bell. 
 
 27. — When is ^>:\c\\ sort of signal to be used? 
 
 A. — The fog horn is to be sounded when midci' weigh in a log, 
 and the bell wlien in a fog and not under weigh. 
 
 ■28.-— How often are the fog signals of sailing vessels to be 
 soundrd ? 
 
 A. — As often as necessary, but every five minutes at least. 
 
 29. — Are steam shi|^»s required to use any signals in a fog or 
 in thick weHther ; "id if so^ what are they ? * 
 
Rule of the Rood. 
 
 183 
 
 A. — Yes, a steam whistle and a bell. 
 
 30. — When is each signal to be used ? 
 
 A. — The steam whistle to be sounded when under weigh, and 
 the bell when not under weigh. 
 
 31. — How often are the fog signals of steamers to be sounded ? 
 A. — As often as necessary, but every five minutes at least. 
 
 32. — At what height above the deck is the steam whistle to be 
 planed ; and where ? 
 
 A. — Not less than eight feet above the deck. Before the funnel. 
 
 33. — What other precaution is to be observed by steamers 
 when steaming in a fog ? 
 
 A. — The regulations require that steam ships in a fog shall gb 
 at a moderate speed. 
 
 34- What precaution is to be taken by steamers approaching 
 another vessel ? • 
 
 A — If there is risk of collision, the sceamer is to slacken speed, 
 or if necessary stop and reverse. 
 
 35. — If you see a white light alone, what does it denote as 
 regards the ship carrying it ? 
 
 A. — It denotes the presence of a vessel at anchor, or a pilot 
 vessel, or a fishing vessel attached to her nets ; or it may be the 
 foremast-head light of a vessel, under steam, with her side lights 
 not within sight on account of distance, fog, *ic. 
 
 30.— If yon see a green or a red light without a white-light, 
 or both a green and a red light without a whit(? light, is the vessel 
 carrving tlu; lij'ht or lights seen, a vessel under steam or a 
 vessel under sail ? 
 
 A. -A vessel under sail 
 
 37. — How do you know ? 
 
 A. — Because there is no white light at the foremast-head. 
 
 38. — If you see a whiu* light over a coloured light, is the 
 vessel a vessel under sail or a vessel unler steam ? 
 
 A. — A vessel under aleani. The mast-head light denotes that 
 the vessel is under steam. 
 
 [The Examiner will thon take onu mod<'l of i vossul, whiih ho will plac<' 
 on thu tabic, and call it A, Ho will then lako tho maHt or Htand with a 
 white and a red ball on it, and place it at the other end of thu table, and 
 call it B. 
 
 Tho Examiner Bhoiild be careful tl?i4 the movlel of one vesBcl only it usctl 
 when the questions numbered 39 to 49 aro asked. ] 
 
 30. — A is a 8team(!r going north, seeing n white light and a 
 red light aht^ad at B. Are A and the vessel showing the two 
 
184 
 
 Rule of the Road 
 
 m. 
 
 i ! 
 
 pj ' I Jiff 
 
 lighls B meeting end on or nearly end on, or is B passing A, or is 
 B crossing the path of A, and in what direction; and how do 
 you know ? 
 
 A. — Passing to port, because if I see a red light ahead I know 
 that the head of the vessel carrying that red light must be pointing 
 away in some direction to my own port or left hand. Tne ships 
 showing the red light has her port or left side more or less open 
 open to A. 
 
 40. — If A is going north, within what points of the compass 
 must the vessel B showing the white and red lights be steering ? 
 A.— B must be going from a little W. of S. to W. N. W. 
 
 41. — How do you know this ? 
 
 A. — Because, the screens being properly fitted, I could not see 
 t{ie red light of B at all with the vessel's head in any other 
 direction. 
 
 42. — Is the steamer A to starboard, or to port, or to keep on ? 
 A. — ^To do neitjj^er suddenly, but, if anything, to port a liitle. 
 
 43.— Why? ' 
 
 A. — ^To bring the red light of A to the red light of the stran- 
 ger B. 
 
 [The Examiner should then explain that if the steamer A starboards she will 
 
 run across the path of the vessel carrying the lights B, becaiise tl i; vessel 
 
 showing the red light must be passing to port.] 
 [The Examiner should now substitute tht? mast with the white ball and green 
 
 ball for the mast with the white brill an<l red ball. One ship only is still to 
 
 be used.] 
 
 44. — A is a steamer going north, and seeing a white and 
 green light ahead. Are A and B meeting, or is B passing A, or 
 is B crossing the course of A, and in what direction ; and how 
 do you know ? 
 
 A. — B is passing to starboard of A, because if I see a green light 
 ahead I know that the head of the vessel carrying that green 
 light must be pointing awn y in some direction to my starboard 
 or right hand. The sliip showing the green light has her right 
 or starboard side more or less open to me. 
 
 45. — As A is going north, within what points of the compass 
 must the vessel showing the white and green lights be steering? 
 A. — B must be going from a little K. of S«)uth to E. N. E. 
 
 4(). — How do you know ? 
 A. — Because, tluj screens being properly fitted, 1 cannot see thf 
 green light at all with the vesstu's head in any other direction. 
 
 47. — Is the steamer A to starboard, or to port? 
 
 A.— To do neither suddenly, but, if necessary, to starboard. 
 
Jiule of the Road. 
 
 185 
 
 , or IS 
 ow do 
 
 know 
 )inting 
 B ships 
 is open 
 
 DHipass 
 ering ? 
 
 not see 
 •( other 
 
 3ep on ? 
 a hitle. 
 
 e stran- 
 
 s she will 
 1 c vessel 
 
 nd green 
 is still to 
 
 lite and 
 ig A, or 
 nd how- 
 en light 
 it green 
 a r hoard 
 er right 
 
 compass 
 .eering? 
 
 E. 
 
 see Ihi' 
 ction. 
 
 voard. 
 
 48.— And why? 
 
 A. — To show her green light to the stranger's green light. 
 Thf.re can he no danger of collision when the green of one vessel 
 is opposed to the green light of anothn-. 
 
 40. — What would h(\ the result if von ported to a gr(>en light 
 ahead ? 
 
 A. — I should probahly run right across the path of the vessel 
 carrying the green light. 
 
 [The examiner fhould then explain that A must not port, because as the ycBsel 
 showing the white and green lights B must be passing to starboard, A would 
 run acrof-8 the path of B by porting.] 
 
 [The examiner should now place the models of two steamers on the table 
 meeting end on. One he should call A, and the other B.] 
 
 •0. — If a steamer A sees the Ihrer lights of another steamer B 
 ahead or nearly ahead, are the two steamers meeting, passing, or 
 crossing ? 
 
 A. — Meeting end on, or nearly end on. 
 
 51. — Do the regulations expressly requii^ the helm of a ship 
 to be put to port in any case ; and if so, when ? 
 
 A. — Yes ; in the case of two steamers or two sailing vessels 
 meeting end on, or nearly end on. 
 
 52. — Do they f.xpressly require th«> helm of a ship to be put to 
 port in any other case ; and if so, in what other ? 
 
 A. — No. Th(' use of the port helm is not in any other case 
 expressly required by the regulations. 
 
 [The Examiner should then explain that the only case in which port-holm is 
 mentioned in the regulations is in Articles II and 13 for two ships meeting 
 end on, or nearly end on.] 
 
 ."iS. — If you i)ort to a greeu light ahead, or anywnere on your 
 starboard bow, and if you get into collision by doing so, do yon 
 consider that the regulations are in fault ? 
 
 A. — No, because th(^ regulations do not (expressly reijuire me 
 to port in such a case, and because by porting I know that I 
 should probably and almost cei-tainly r\Mi across tlu'other vessel's 
 path, or run into her. 
 
 [The Examiner should sou the candidate put the models in the positions indi- 
 cated by the questions 64 and following.] 
 
 .■)i. — If a steamer A sees anoth(>r steamer's red light B on her 
 own starboard side, an? the sleaincrs meeting, passing, or cros>*- 
 ing ; and how do you know ? 
 
 A. — Crossing, because the red light of one is opnosed to the 
 green light of the other: and when»'ver a greeu light is oi)itosed 
 to a red light, or a red light to a green light, the ships carrying 
 the lights lire crossing ships. 
 
 U 
 
I '.;lili 
 
 i 
 
 irpi 
 
 186 Rule of the Road. 
 
 55. — Is A to stand on ; and if not, why not ? 
 
 A. — A has the othf vessel B on her own starboard side. A 
 knows she is crossing ^e conrse of B because she sees the red 
 light of B on her (A's) own starboard jide. A also knows she must 
 get out of the way of B, because Article 14 expressly requires 
 that the steamer that has the other on her own starboard side 
 shall keep out of the way of the other. 
 
 56. — Is A to starboard or to port in such a case ? 
 
 A. — A miist d,o what is right so as to get herself otit of tlife 
 way of tt ; she must starboard if necessary, or port if netessary ; 
 and she must stop and reverse if necessary. 
 
 57.— If A gets into collision by porting, will it bfe fiecfttlse sJhe 
 Is acting on any rule ? 
 
 A. — No ; the rule does not require her to port. If she ports, 
 and gets into collision by porting, it is not the fault of any rule. 
 
 58. — If a steamer A sees the green light of another steamer B 
 on her own (A's own) port bow, are the two steamers meeting, 
 passing, or crossing ; and how do you know ? 
 
 •A. — Grossing, because the green light of one ship is shown to 
 the red light of the other. 
 
 59. — What is A to do, and why ? 
 
 A. — By the rule contained in Article 18 of the Regulations, A 
 is required to keep her course, subject only to the qualification 
 that due regard must be had to all dangers of navigation ; and 
 that due r<!gard mast also be had to any sptnrial circumsUmces 
 which may exist iii any particular case, rendering a departure 
 from that rule necessary m order to avoid irtirtiediate danger. 
 The crossing ship B on As port side must get out of the way of 
 A, becaus(> A is on B*s starboard side. 
 
 60. — A, a steamer, seps the green light of another steamer, B, 
 a point on her, A's, port how. Is there any regulation requiring 
 A to ]»ort in su<'h a case, and if so, where is it to be found ? 
 
 A. — Ther(> is not any. 
 
 6!.— Are steam ships to get out of the way of sailing ships ? 
 
 A. — If a steamer and a sailing ship are proceeding in such 
 (lirt'ction as to involve risk of collision, the steamer is to get out 
 of the way of the sailing ship. 
 
 62. — What is to be done by A, whether a steamer or sailing 
 ship, if overtaking B? * t 
 
 A. — A is to keep out of the way of B. 
 
 63. — When by the rules one of two ships is required to keep 
 out of the way of the other, what is the other to do ? 
 A. — To keep her course. 
 
Rule of the Road. 
 
 187 
 
 ide. A 
 the red 
 tie must 
 equires 
 I'd side 
 
 of t^fe 
 ;essary ; 
 
 tme j«he 
 
 le ports, 
 ny rule. 
 
 Mmer B 
 neetisifr, 
 
 howu to 
 
 tions, A 
 
 ification 
 
 )n ; and 
 
 ngtJinces 
 
 parture 
 
 danger. 
 
 way of 
 
 imer, B, 
 (luiring 
 
 ihips ? 
 in such 
 get out 
 
 sailing 
 
 to Iteep 
 
 64. — Is there any qualification or exception to this ? 
 
 A. — Yes. Due regard must be had to all dangers of naviga- 
 McHj and to any special circumstances which may exist in any 
 J) articular case to avoid immediate danger. 
 
 65. — Is there any general direction in the steering and sailing 
 rules ; and if so, what is it ? 
 
 A. — Yes, it is this : that nothing in the rules shall exonerate* 
 any ship, or the owner, master, or crew thereof, for the ccnse- 
 quenc'is of any neglect to carry lights or signals, or of any neglect 
 to keep a proper look-out, or of the neglect of any precaution 
 which may be required by the ordinary practice of seamen, or by 
 the special circumstances of the case. 
 
 66. — Can you repeat article ( ) of the regulations. I refer 
 
 to the article containing the rule for ( ) ? 
 
 [The Examiner should repeat this qnestiou, naming a different article 
 each time.] 
 
 67. — What does the Act of Parliament provide as to the obli- 
 gation of owners and masters in obeying the regulations res 
 pecting lights, fog signals, and steering and sailing ? 
 
 A. — Section 27 of " the Merchant Shipping Act Amendment 
 Act, 1862," provides that owners and masters shall be bound to 
 obey the regulations, and it also provides that in case of wilful 
 default by the master or owner he shall be deemed to be guilty 
 of a misdemeanor for each infringement. 
 
 68. — "What do breaches of the regulations imply ? 
 
 A — If an accident happens through non-observance of the 
 regulations, it implies wilful default on the part of the person in 
 charge of the deck at the time, unless it is shown to the satisfac- 
 tion of the court hearing the case that the special circumstances 
 of the case rendered a departure fron the rules necessary. 
 
 69. — If collision ensues from a breach of the regulations, who 
 Is to be deemed in fault for the collision ? 
 
 A. — The person by whom the regulations are infringed, unless 
 the court hearing the case decides to the contrary. 
 
 70. — Do the regulations apply to sea-going ships in harbours 
 and in rivers ? 
 
 A. — Yes unless there is any rule to the contrary made by ji 
 competent authority. 
 
 71. — Do they apply to British ships only ? 
 A. — No, to foreign ships as well. 
 
 72. — When did the present regulations come into operation ? 
 A.— On Ist June 1863. 
 
-j^^fff 
 
 ISH 
 
 An Example Voyafje. 
 
 IS 
 
 1^: Si! 
 
 « 
 
 73. — Do \ou know where the present regulations are to be 
 found ? 
 
 A. — Yes in " the Merchant Shipping Act Amendment Act, 
 I8()2,"' and the order in Council of the '.)th January 1803. Copies 
 are given away on application to the Board of Trade. 
 
 74. — Is one ship bound to assist another in case of collision ? 
 
 A.— Yes. 
 
 75. — What is the penalty for default ? 
 
 A. — If the master or person in charge of the ship fails to render 
 assistance without reasonable excuse, the collision is, in absence 
 of proof to the contrary, to be deemed to be cansed by his wrong- 
 ful act, neglect, or default. 
 
 70. — Is there any othei- penalty attached to not rendering assist- 
 ance ? 
 
 A.— Yes. If it is afterwards proved that he did no^ render 
 assistance, his certificate may be cancelled or suspended by the 
 court investigating the case. 
 
 77. — Is it not expected that you should understaiul the regula- 
 tions befori! you take charge of thi; deck of a ship ? 
 
 ' A.— It is. 
 78.— Why ? 
 
 A. — If I do not nndersland them and am guilty of default, the 
 consequence will be very serious to me. 
 
 1\). — What would be a serious offence ? 
 
 A. — To cause a collision by porting the helm when not required 
 to port by the regulations and without due consideration. 
 
 AN EXAMPLE VOYAGE. 
 
 We are laying at anchor, ready for sea, in a harbor the 
 entrance of which o^tensont hetween'^K. by S. and S. E. by S., (he 
 wind is S. by W.. a nice working breeze. Having made all the ne- 
 cessary preparations for a start we get nnder weigh (254). The har- 
 bor b(!ing cleared and a snflicient oiling made to lay upon oui" 
 coui'se, which is due West and therefore upon the opnosile tack, we 
 call the hands up, and put the ship about (242). Wlien she comes 
 head to wind, she refnscs stays, but luiving overcome that difli 
 c-ulty, (244) she is got upon her <.'onrse. As the vessel is known 
 to be in the vicinity of shoals, extra can? is taken and a good 
 look-out is kept for any changes in the color of the Avater or for 
 a sea of a brolien or irregular character, but in spite of all sh(? 
 
All Ed'omplc Voyaiji: 
 
 189 
 
 jissist- 
 
 grnunds upon a sand bank. The pumps aio at once sounded 
 with good results, and there not being much sea on, there is every 
 prosjiect of lier being got oir, so preparations are immediately 
 made to carry out an anchor (235,286) and eventually she is hove 
 off all right. The ship now carries a fair wind for some time and 
 makes a good run towards her destined port ; but in course of 
 time, the wind freshening a good deal makes it necessary to take 
 in the topgallant sails (232) and as the wind still continues to 
 increase we take a reef in the maintopsail (236). The weather 
 now begins to look dirty so we hand the mainsail and jib (229,234) 
 and as we are evidently in for a gale we take in the spanker (233) 
 then close reef the topsails (238) and reef the foresail (239). Blow- 
 ing hard, weather very heavy and threatening ; take in the fore- 
 sail (230) and fore topsail '(231) and lay her to (249.) Wind 
 still increasing, and the main topsail is blown away, the ship 
 falls into the trough of the sea^ and as it is blowing too hard to 
 shew any canvass, we must wear her and lay her to under a drag 
 (248. 25(J). This being done the hands are"^set about bending a 
 new mainto[»sail (215) ; the drag is then hauled in and the close 
 reefed maintopsail set. The weather shewing signs of moder- 
 ating we set the close reefed foretopsail and reefed foresail. The 
 wind going down, we set to work to shake out the reefs in tiie top 
 sails (240) and foresail (241) and as the weather continues to 
 lighten up, we set the jib (223), topgallant sails (220) and spanker 
 (222). The wind dravvs aft (228) with a moderate bi-eeze and the 
 topmast (225) and lower (224) studdingsails are set. The wind 
 now shifts lorwHrd (228) and the studdii'fis.uis are hauhnl down ; 
 it being :ei)orted that one or two of the lanyards of the main 
 rigging have parttd, measures are taken to n.-eve others (272). 
 Daik masses of cloud appear away to leeward, and the sea 
 becomes more and more heavy and irregular ; a cyclone has 
 evidently passed over here very re(;ently. The sea is running in 
 every direction and the ship labor.'^ very heavily ; and at a 
 moment when she has driven against a very heavy Inmp of a 
 sea, word is passed that she has carried away iier bohstay and 
 the hands are at once set to repair damages (273). This has liai'dly 
 been accomplished before the [tarrel of the main topgallant yard 
 is carried away together with the weather brace (268) ; a tempo- 
 rary parijl having Ixmhi fitted and a n(nv brace rove and the ship 
 having [tassed out of the track of the levolving ptorni, makes 
 good weather of it and sights her jjort. The signal is nwike for a 
 pilot (299) but no notice b(nng taken of it, it is(lecided. being well 
 accustomed to the place, to take the vessel in without oiu\ and 
 we proceed to get every thing I'eady for anchoring (259). As we 
 get close in, W(> select a berth (248)^ shorten sail jmkI bring up at 
 singlf^ anchor (259) in due course. Having to wait some days in 
 the stream, in a tideway, before w«' can get alongside the wliarf, 
 we take all necessary precautions to keep her steady at her 
 anchor (264 to 267). 
 
■51 
 
 190 
 
 Log and Lead Lines. 
 
 LOG LINE. 
 
 i 
 
 i r , 
 
 305. The length of a knot is found by multiplying the num- 
 ber of feet in a nautical mile (6080,) by the number of seconds 
 run by the glass, and dividing the product by the number of 
 seconds in an hour (3600). 
 
 After allowing a sufRcient length of line as stray line (generally 
 from 15 to 20 fathoms), the log line is marked as follows : 
 
 The Marks. — End of stray line, a piece of rag; one knot, a 
 piece of leather ; two knots has two knots ; three knots has 
 three knots, and so on, and between each, k single knot is 
 placed for the intervening half knot. These marks corres- 
 pond to the long glass, and they signify their double for the 
 short glass. 
 Ex. Find the length of knot to correspond with a 288 glass. 
 
 6080 
 28 
 
 48640 
 12160 
 
 3600 J 170240 U^ft. 
 14400 
 
 26240 
 2:^200 
 
 1040 
 12 
 
 3600 J 12480 t3in. 
 10800 
 
 1680 
 Length of knot 47 ft. 3J^ in (nearly). 
 
 ) LEAD LINE. 
 
 ;iOO. In the hand lead line, there are nino marks «nd eleven 
 deeps ; the marks are as follows : 
 
 Two fathoms, leather with two tails 
 Three « leather with three tails 
 Fire " white rag, cotton 
 Beyen << red rag, buntinjf 
 "l^n « leather witii a hole in it 
 
 Thirteen Ibthoms, blue rag, bunting 
 Fifteen " white rag, cotton 
 
 Seventeen " red rag, bunting 
 Twenty « two li:not8 
 
Master's Documents^ die. 
 
 191 
 
 In the deep sea lead line, every ten fathoms additional to the 
 above is marked with an additional knot, until it is 100 fathoms, 
 this is marked with a piece of bunting ; 110 by a piece of leather ; 
 120 by two ki.ots, and thon go on increasing, one knot, as before, 
 for every additional ten fathoms ; each five fathome between 
 these marks will be shewn by a single knot. 
 
 In calling the soundings, if it is a mark, as at ten fathoms, it 
 will be given by the mark ten; if eleven fathoms, by the deep 
 eleven; if a |^ or ^ fathom more than a mark or deep, as at 10J or 
 11^ fathoms, then and a quarter ten or and a half' eleven ; but if it 
 is I more than a mark or deep, such as 4f fathoms, it will be 
 called a quarter less five. 
 
 ;master's documents, &c. 
 
 307. A Charter I»arty is an agreement by which the ship is 
 hifed either for a certain period or to perform a certain voyage ; 
 and to prevent disputes the following portions of it should be 
 clearly specified : — 
 
 The description of the Voyage. 
 
 The number of Lay Days, and whether they are working or mnniog days. 
 
 The amount of Demurrage, (this is claimed daily ; and on Bat)irday for 
 
 Sunday). 
 The amount of freight, when and where it is to be paid, also if it is to be 
 
 paid in Foreign Money, some arrangement should be made with Te- 
 
 ference to the rate of exchange. 
 The amount of Penalty for non-performance. 
 
 308. A Bill of Lading is a receipt for certain specified goods 
 in a given order and condition ; it is also an agreement to carry 
 those goods to a certain port for a given rate of freight. Three are 
 usually signed, two of which are stamped ; one of these is for the 
 shipper, and the other for the consignee ; the unstamped copy is 
 held by the master. 
 
 309. A Manifest is a document headed by the aescription of 
 the ship and voyage, and contains a detailed account of the cargo 
 with the marks and numbers, the weight or measurement of the 
 goods, and the names of the shippers and consignees. 
 
 310. Invoice is an account which contains a description rj 
 certain goods,1 together with their value and the particulars of 
 any further charges which have been incurred thereon. 
 
 311. A Bottomry Bond is a document whereby the ship 
 becomes security for money borrowed to put her in seaworthy 
 condition. The Bond is payable when the ship arrives at her 
 port of destination, therefore, should the vessel be lost, the bond 
 18 cancelled. If through further damage the vessel has to put 
 
192 
 
 Master's Documents, dx. 
 
 1 
 
 i 
 
 
 into another [iort for repairs, find money is again borrowed upon 
 Bottomry, tlu; second bond is payable first, because it is consi- 
 dered tliat without the additional outlay the ship would not have 
 completed her voyage, and conseqnently the first bond would 
 have been lost. When about to raise money upon Bottomry it 
 is usual to advertise what is required, and then to accept the 
 lowest interest offered. 
 
 312. ProtestH are noted when the Master anticipates damage 
 to his cargo through liad weather, or othei causes beyond his 
 control. Within twenty-four hours of his arrival, he goes before 
 a isotary Public if in a home port, or a British Consul in a 
 foreign port, and protests against b-nng field r(, sponsible for such 
 damage ; if damage has happened he is now in a position to make 
 his (;laim upon the Undeiwriters by having his protest extended, 
 which latter must be done within six mcnths. 
 
 ;513. Surveys are held when damage has occurred to Ship or 
 Cargo. In many ports persons are othcially appointed to hold 
 them, but where such is not the case, and it is the Ship which 
 has to bo surveyed, then two Shipmasters or Shipwrights £r<> 
 generally called in, and they give in writing a detailed account 
 of the damage which has taken place, and in case thesti damages 
 have been made good, ,\ Certillcate to tnat elFccl should be 
 obtained from the Survs fors. When it is Cargo that is damaged, 
 two Merchants who by t 'ade are competent to give a judgment, 
 are the best persons to hold the survey. 
 
 314. ASurvey ot'Hatclies is held by one Shipmaster, who 
 gives a Certificate that the hatches were properly battened down 
 and secured. 
 
 31 5. Lloyd's Airent is a pcrs'^n employed by the Under- 
 writers to see that Ships are well found, and also to report to them 
 upon any (daims made for damage. H(! has no control over the 
 Master. 
 
 31«. Tlie Ofllcitil I^)tr Book contains a list of the Grew, witli 
 their characters fo" seanianshii) and coudnct, together with the 
 account of all misdemeanoi's or Unable offences connnitled by 
 them ; in these latter cases, tin; entry detailing the otfence nuist 
 be signed by the Master, and also by the Mate or ou<\ of the crow ; 
 it nuist be read over to the oll'ender, and after his reply (if any) is 
 taken down., a statement of this having been done must also lie 
 attested in the same maimer. An entry in regai'd to the death of 
 a seaman must b(> made, by giving the cause of hi? death, with 
 an account of his wages, and also of each article of his eirecfs 
 sold. \ list of other logable events, not so likely to occur as the 
 abo. '. are given in the Directions to bi' found in every Ofllcial 
 Log Book. Thi:', book, l)gether with the wages and effects of all 
 deceased seamen, must bo d(divered to the Shipping Masle. within 
 twenty- four hours of the ship's arrival into port. 
 
 
Hints to Shipmasters. 
 
 193 
 
 HINTS TO SHIPMASTERS. 
 
 The foUowiiigare extracts from the j^eneral instructions issued 
 to shipmasters at London, Liverpool and Stindarland, and arc 
 reprod-.iced here in consequence of the practical value of the 
 advice they contain. 
 
 Official log to be kept by the captain and every occurrence of 
 moment to be inserted, duly attested by the signatures of the 
 chief and second officers. Important entries to be further certified 
 by the signature of carpenter and one of the crew, if necessary. 
 
 You must on no account omit lokeep your lead going whenever 
 near the land, — nor forget to keep a good look-out. We believe 
 one half of the casualties at sea arise from neglect of these two 
 most important matters. The relieving officer of the night 
 watches should muster his own watch and station his look-outs 
 fifteen minutes after the watch is called. The names of the look- 
 outs should be stated in the ship's log. 
 
 We beg your closest attention to the stowage and dunnage of 
 the cargoes — both at home and abroad, as in case of impioper 
 s^-owage or deficient dunnage, your own wages, and your mate's, 
 will be liable for the loss in consequence; and we wish to observe 
 that no advantage of freight or stowage can compensate for the 
 evil of leaving out any of tb(: 'twixt deck stanchions (hiring the 
 voyage. We can never admit it as an excuse that you trusted 
 these things to your officers, they are of sufficient importance to 
 merit your own personal superintendance. 
 
 It is desirable that you should retaiji your ofi'icers and car- 
 penter until your return home. 
 
 You must avoid ti.e infliction by yours(>lf or officers of corporal 
 punishment on your crew, particularly on your appi'(Mitices. 
 whom you will always mess apart from the rest of your crew, 
 and instruct as much as you can in your profession. 
 
 You will take care your cari»enter ket^ps all the up»»er vvoiks 
 of your ship free Trom chafe or appearance of injury, making him 
 pay particular attention to thecaiilking of tluUopsides, gunwales, 
 waterways, stanchions, bitts, knightheads, ilkc, as these ?)l;!cen are 
 most liable to leaks, and vessels require particular care in dun- 
 nagin in this vicinity. 
 
 In the event of your loading a cargo liabh» to steam oi- 
 ''sweat," you must take care your ventilators roiii: and aft are 
 kept open,' by every opitorluuiiy and means in your powci-, to 
 allow a draught through the sliip. 
 
 You lunst keep a vhip's disbursement bool., and post it daily, 
 and whenever you leave any port abroad, when? you have s|mm)I 
 any money on accoiint of the ship, you must leave a copy of your 
 
 tl 
 
194 
 
 Hints to Shipmasters. 
 
 disbursements behind you to come by the next conveyance, so 
 that, should anything happen to you or the vessel, her accounts 
 can be made up. 
 
 On arriving at any port abroad, your first letter should con- 
 tain a sketch of your passage, with any particulars you think 
 may be of interest to us. 
 
 We trust you will always keep up a proper state of discipline 
 amongst your crew, which is not only conducive. to the interests 
 of the vessel, but to the comfort of -ili on board. 
 
 You will carefully superintend the keeping of the vessel's 
 log book, into which the whole of the day'e work must be 
 entered, including the dead reckoning, latitude by observations, 
 longitude by chronometer and lunar obsi-rvations, whenever 
 taken ; you will also take care that all casualties are carefully 
 noted. 
 
 Sails, at all times, to be kept well aired, and repaired when 
 necessary. 
 
 Never leave any port without being properly victualled and 
 equipped for your intended voyage, in order that you may not 
 have occasion*^ to put back or touch at any intermediate port, 
 which can only be justified by circjimstances of (jxtreme neces- 
 sity. 
 
 When discharging (;argo, never allow anything to go from the 
 ship without consignees' o: captain's order to first officer. 
 
 Forecastle to be kept clean and well ventilated. We suggest 
 that the crew may be allowed one afuernoon per week for scrub- 
 bing their clothes. |An experienced master suggests that the 
 beddinjj; of the crew should, in fine weather, be taken out and 
 aired fnniuently, and that in the event of the serious illness of 
 any member of the crew at sea, accommodation should be pro- 
 vided aft in a cabin if possible, so as to ensure careful attention, 
 and to avoid the discouraging influence on the other seamen. 
 That divine service be performed at least once on the Sabbath at 
 sea. In harbour in foreign ports, he deprecates th(> syst»)m of 
 shi[) to ship visiting on the Sabbatli, and prefers that the ship's 
 boats he us<(l only for the purpose of taking the men to and from 
 the Bethel ship, or any church on shore. The apprenti.'cs or 
 other lads to be encourftged in their religious duties, and all 
 unnet^essary Sunday labour to be avoided.] 
 
 Listings to be removed, and coal-hole, fore and after peaks, and 
 
 ... Wt 
 
 the utmost iujportiince to this duty. 
 
 limbers to be well cleaned out, at ev(?ry opportunity. We attach 
 
 Protests and surveys to be all in order, in event of damage to 
 ship or cargo. The latter to be surveyed before leaving the vessel, 
 claims being often made u]ion the ship even weeksaftertho cargo 
 is !n the warehouse 
 
Hints to Shipmastprs 
 
 lO.') 
 
 Hills of lading never to bo signed for weight or contents unless 
 you have personal knowledge of same being correct. 
 
 Immediately on your return, we require, to be furnished with 
 vouchers and accounts for the voyage, to be kepi, in consignees' 
 Mcoouuts current, portage bill, log, and e.xpenditure books, state- 
 ment of condition of hull, sails, rigging, and spars, with a list of 
 all stores remaining on board. 
 
 If ever von should unff)rtunat«!ly be in any difficulty with 
 your ship, tliat it became necessary to procure or take assistance 
 either by steam or manual service, be cool and collected, act with 
 firmness, and make every endeavour to arrange the tei-mts (either 
 in writing or in presence of third parties) upon which your en- 
 gagements are made. Claims for salvage often arise when, by a 
 little foresight and presence of mind, an agreement might be 
 entered into which would prevent any dispute. 
 
 If possible, never give away the consignment of your ship, 
 but reserve it. 
 
 In running down the Trades, you will as usual shift your sails, 
 repairing such as require it ; the same may apply to your home 
 ward passage, as all sails have to be repaired on board. On arrival 
 at your port of discharge uevtr neglect to note your protest immedi- 
 ately. Then make arrangements for discharging your cargo, and 
 give notice when ready to do so. 
 
 Hold a survey on yorr hatches before opening them, and at 
 the same time get a Certificate of Survey from the Surveyor ; 
 for should it so happen that any cargo turns out damaged, ano 
 you have not obtained such certificate, it may cost considerably 
 more, and occasion far more difficulty to get than it would 
 otherwise. 
 
 Should any cargo be damaged, get a certificate to that effect 
 as above. , 
 
 Get receipts for all your cargo at time of delivery. 
 
 Having discharged outward cargo, give notice, in writing, of 
 being ready to load homeward cargo. On t'le expiration of your 
 hiy days, give notice i.i writing of same, (inserting a copy thereof 
 in shij/s log book) and then claim demurrage. 
 
 Should your claim for demurrage not he paid before sailing, 
 get your charter party endorsed as to the luunber of days occupifd 
 in loading, and it the consignee rt^fuses to do so. go to the Britislj 
 Consul, or a notary, and note a protest of his refusal. 
 
 Always get copies of yoiir protests and surveys. 
 
 Should you en;:age cargo at one port and have to fill up at 
 others, you^nust, before signing bills of lading at first port, insert 
 the clause of "■ vid such and such port or ports,'' neglect of this will 
 
r. 'i' 
 
 106 
 
 Hints to Shipmasters. 
 
 niade the ship liable for all losses consequent on a deviation from 
 the direct voyage from port of loading to port of discharge. 
 
 In case of ship being open for charter, and you should not, on 
 your arrival, find letters enclosing homeward charter, do not 
 appear to be overanxious about a freight, but state that you expect 
 instructions from your owners by next mail, and in the mean time 
 make yourself thoroughly acquainted with every thing ofie?ing 
 in the freight market. However much you may desire to return 
 to one port in preference to another, conceal your wishes on this 
 point, as otherwise by your openly stating a particular wish to 
 your consignee to return to London or Liverpool rather than any 
 other port, may, and very frequently does, occasion a considerable 
 loss to the ship. Always endeavour to keep consignment of vessel 
 open in this country. 
 
 In FixiN(i SHIP. 1st Take care to have stamped charters and 
 bills of lading. They can be got stamped within I i days after 
 date, without payment of any penalty, and at the head office in 
 London, within one month after date on payment of £10 penalty. 
 After a m mth they cannot be got stamped at all. 
 
 2nd Let no charterer sign as agent unless he states for whom 
 he is agent. A man of straw, or a foreigner, may be the principal. 
 
 3rd When a foreigner is the principal, try to get the agent, 
 who elfects the charter, to make himself liable as principal, and to 
 sign the charter without adding the word agent. 
 
 4th If freight is not payable in cash on delivery, take care 
 that the bills are to be ^'■approved 6///.S-," and not charterer's bills, 
 as in the latter case, the sliipowner cannot hold the cargo for his 
 freight, even though the chartertu- was notoriously insolvent If 
 a charterer objects to the stipulation for "approved bills," he is 
 generally not safe, and his charter should not be taken. 
 
 5th 
 
 In stating days allowed the merchant, it is proper to say 
 '' running days," or '"'working days," according to tiie intention. 
 "Days" means " working days," and Sundays and holidays do 
 not count until thf ship is on demurrage. After that time all 
 days count. 
 
 6lh In bills of lading of a ship to consignees in Kngland from 
 consignors abroad, have a clause insertc'd — "consignees jjaying 
 fri'ight and ilcmunwje^'" if you wish to have a rtjmedy for your 
 demurrage. 
 
 In i.oADiNd. 1st I'MitiM' the ship at the custom-house. The days 
 count from entry at the custom-house and being ready to load. 
 
 It is however proper to ,uiv(; notice to the merchant, of arrival 
 and being ready to load; and it is generally better to do this in 
 writing, as it is more easily proved m case of need. 
 
 Kuter in tin? log-book the day of arrival at the port of loading 
 and entering at the custom-house. .\lso enter a copy of th»j notice 
 
Hints '0 Shipmasters. 
 
 197 
 
 say 
 
 tion. 
 
 do 
 
 all 
 
 ays 
 1. 
 
 •ival 
 
 IS ill 
 
 given to the merchant. Also enter in the log-book the day loading 
 is completed. 
 
 N. B. The signature of the master to the entries in the log, as 
 well as that of the mate is very useful in case of dispute. If the 
 master be owner or part owner, the entries should be signed by 
 the mate, and the second mate, carpenter, or eldest apprentice. 
 
 If the merchant's correspondent abroad is willing to give a 
 certificate on the back of the charter or bill of lading, of the 
 correct number of days expended in loading, get him to do so, 
 but do not on any account allow him to certify a smaller number 
 of days than were really spent. Rather do without his certificate, 
 as it is not at all necessarv to have it. 
 
 « 
 
 In case the merchant's correspondent at port of loading should 
 refuse to furnish a cargo, the master should, on the expiration 
 of the lay days allowed by charter, protest against the merchant, 
 and h(; is then at liberty to return in ballast to his chartered port 
 of discharge, and has a right to his full freight. The better plan, 
 however, is to take the best freight he can get for his chartered port 
 of discharge, and claim the deficiency of the freight from the 
 merchant. It is improper to wait the demurrage days, unless 
 r(?quired so to do by the merchant. 
 
 In DiscHARfiiNG. Enter ship at custom house. 
 
 Give notice to merchant of being ready to unload. 
 
 Make similar entries in the log-book of entering ship at custom- 
 house, of notice given to the merchant, and of the day the ds- 
 charging is completed, and let them be signed as before directed 
 in the case of loading, by the master and mate, or if the master 
 be an owner, then by the mate, and the second mate, carpenter, 
 or eldest apprentice. 
 
 if you are chartered, but have signed bills of lading, to a con- 
 signee, before you nart with the cargo, the consignee should 
 produce the endorsed bill of lading. He should also undertake . 
 lor payuKuit of freight according to bills of lading, particularly 
 if you have any doubt of your charterer's solvem-y. 
 
 It is doubled whether the owner of a r/iar;''ref/ ship can recover • 
 'is freight from a consignee who has once go hold of the cargo, 
 without giving an express undertaking to pay ; and it is said the,, 
 only remedy is against the charterer. 
 
 N. B. Yon cannot hold the cargo for demiirragcj, aud,ion\y 
 for freight in terms of charier party or bill of lading. 
 
 Payment (f frkkimt. When an advance; of freight is.tojie 
 
 paid, make it nayable on signing buls of lading,^ and not, on ,th(f , 
 
 f the snip. When foreign nion^y is to be paid„ nuike it,.. 
 
 at current rate or exchange. When bills are to be given, haye 
 
 sailing of 
 
 them good and approved nil Is, and not charterer's acceptani^a. DtQ , 
 not make the freight payable two months, or 8l\\\' tin;i^ a.(t(fr the,. 
 
198 
 
 Hints to Shipmasters. 
 
 or 
 
 u 
 
 on 
 
 delivery of the cargo, but either "during delivery," 
 delivery." 
 
 The following mode of payment of freight is objectionable. 
 "The freight is to be paid on the quantity delivered, by an 
 approved bill on London at three montns' date from the delivery 
 to the charterers of a certificate, signed by the consignees, of the 
 right and true delivery of the whole cargo, agreeable to bills of 
 lading ; or in cash, under discoimt, at charterers' option." 
 
 Instructions to masters. It cannot be too clearly understood 
 that the payment of freight depends very much on thy care that 
 the master bestows on the cargo, and that he is bonn^ to deliver 
 it in the same good order and condition in which it was received, 
 (the act of God, dangers of the seas, &c. &c., excepted.) Owners 
 have often had large sums to pay for damage to cargo, arising 
 from the following causes, which with ordinary care might have 
 been prevented : — 
 
 Runs not being clear. 
 
 Dunnage not being good and sufficient. 
 
 Ship not being properly matted out. 
 
 Pump- well, mast-cases, bulkheads, shifting boards, and chain 
 locker not being substantial and secure. 
 
 Neglected air ports, by which cargo reaches the pumps and 
 chokes them. 
 
 Leakv ports. 
 
 Coverings of hatchways and coatings of masts being insuffi- 
 cient or imperfect. 
 
 Inattention to the pumps. Attend the pumps carefully, and 
 enter in each day's log, " pumps carefully attended." 
 
 Improper stowage, a point to which too much attention cannot 
 be given. 
 
 Gutting timber or deals, and breaking open packages for 
 
 , stowage beyond what is provided for by the charter, thi' 
 
 usages of the trade, or without the written consent of the 
 
 charterer or shipper, and deck load being carried over a 
 
 perishable cargo. 
 
 Rats, mice, or otli'-r vermin. 
 
 It is recommended for all captains to I'xamine the mast-cases, 
 piimji-well and chain trunks, and to have the dunnage laid under 
 t'.eir own inspection, before taking in cargo. 
 
 No master should consent to vary the terms of his charter, or 
 alter his voyage, without the greatest caution, and then only 
 with the charterer himself, or his agent, having his written con- 
 sent, which written consent ought to be given up to the master 
 before making the alteration, otherwise the charterer will be 
 discharged from the contract, and the owner liable to an action 
 
Hints to Shipmasters. 
 
 199 
 
 for breach of contract. If there be a telegraph, it would be better 
 for the master to refer to his owner for instructions. 
 
 Surveys. A ship having received damage, or touched the 
 ground, before arriving at her port of loading, ought to be 
 surveyed and a certificate of her sea-worthiness, in duplicate, 
 obtained before taking on board cargo ; the master to send one 
 by post to his owner, and retain the other on board for his own 
 use. 
 
 A ship putting into an intermediate port for repairs, the 
 master must have a certificate of survey on the damage received 
 and the ship's sea-worthiness before leaving. If the cargo be a 
 perishable one, and there is a reason to think it is damaged, it 
 will be necessary to have £. survey on it, and obtain a certificate 
 that it is or has been put into proper condition for its passage to 
 the port of destination. 
 
 'reight cannot be claimed on damaged cargo sold at an inter- 
 mediate port, hence it is always better to put it into the best con- 
 dition possible, and bring it on. In most cases of survey abroad, 
 it will be proper to have the certificate in duplicate, attested by 
 the consul or other public functionary; one to be sent to the 
 owner by post, the other retained on board for the master's use. 
 
 It will be proper to have a survey of the hatches and dunnage 
 at the port of discharge; and when hatches are opened, to take 
 samples; at a port of call, get a certificate from the merchant's 
 agent that they were in order when opened. 
 
 When you call at one port for orders to discharge or load at 
 another, ask for your orders in writing, and take care of them, 
 they will be useful in case of dispute. 
 
 Bill of Lading. Never be iiiduced to sign bills of lading before 
 the goods are on board, or without the mate's receipt being given 
 up or cancelled, or without first carefully reading them over, and 
 c Tiparing one with the other, not only to see that they are alike, 
 and that the quantity of goods and rate of freight are correct, 
 but that nothing is inserted contrary to the favt on the charter 
 party, if there be one. 
 
 Do not sign bills of lading for a less freight than what is in 
 the charter party, but say — freight, demurrage, and all other 
 conditions, as per charter. 
 
 Insert the correct number of days consumed in loading, on 
 the margin of the bill of lading, but do not have a smaller num- 
 ber certified than were really spent; rather do without \\. 
 
 Interest and insurance on money advanced, and address com 
 mission paid at port of loading, ought to be endorsed on the bills 
 of lading. This is a receipt which the receivers of th«' cargo 
 cannot dispute. 
 
 Qualify your risk by adding "quantity and ciualitv unknown, 
 not accountable for leakage, breakage, rust, or injury by vermin," 
 
200 
 
 Mortar and Rocket Apparatus. 
 
 $ i 
 
 or whatever else you think will suit the goods you have on hoard. 
 
 If it be attempted to ship goods in a damaged or improper 
 condition, give the shipper notice in writing, and if he fail to 
 replace them with sound, say — " shipped in a damaged condi- 
 tion," or " shipped in improper condition." 
 
 If the shipper refuse to allow the above qualification, and you 
 find it necessary to protest on this or any other account connected 
 with the bill of lading, say — "signed under protest " 
 
 Before signing bills of lading, enter deck load at shipper's or 
 charterer's risk, even if provided for in charter or otherwise. 
 
 Deliver your cargo to no one unless he produce one of the 
 bills of lading which you have previously sigmed, properly en 
 dorsed. 
 
 Before signing bills of lading in a foreign language, they 
 ought to be translated. Many of them omit the usual exceptions, 
 " the Act of God, the Queen's Enemies, " &c., and have objection- 
 able clauses in them. Where they cannot be translated, it will 
 be proper to add, " freight and all other conditions, as per char- 
 ter party, and anything contrary thereto to be void." 
 
 Bill of lading, when there is no charter party, should say, 
 " consignee paying freight, demurrage, and all otiier charges ; " 
 also, " goods to be taken from alongside at consignee's expense 
 and risk." 
 
 In England, it is customary in the case of ships loading 
 general cargoes for abroad, to sign bills of lading for freight paid 
 in advance, but not to receive it for a month or six weeks after the 
 sailing of the vessel. In this case, say "nevertheless the owners 
 to have a lien on the goods for freight until paid." 
 
 A master of a ship, on signing a bill of lading, ought clearly 
 to understand he is only required to give a receipt for the cargo ; 
 not to enter into a second agreement, hence the necessity of 
 referring to the charter party in the bill of lading for " freight 
 and conditions," the bill of lading being the last document 
 signed. 
 
 Always keep on good term^ with your charterers, shippers, 
 and consignees; do anything you canto oblige them consistent 
 with your duty to your owners. 
 
 i ill 
 
 INSTRUCTIONS FOR USING THE 
 
 MORTAR AND ROCKET APPARATUS. 
 
 In the event of your vessel stranding within a short distance of 
 the United Kingdom, and the lives of the crew being placed in 
 danger, assistance will, if possible, b(j rendered from the shore in 
 the following manner, namely : 
 
Mortar and Rocket Apparatus. 
 
 201 
 
 
 1. A rocket or shot with a thin line attached will be fired across 
 your vessel. Get hold of this line as soon as you can ; and when 
 you have secured it, let one of the crew be separated from the 
 rest, and, if in the day time, wave his hat or his hand, or a flag 
 or handkerchief; or, if at night, let a rocket, a blue light or a 
 gun be fired, or let a Hght be displayed over the side of the ship 
 and be again concealed, as a signal to those on shore. 
 
 2. When you see one of the men on shore, separated from the 
 rest wave a Red flag (or if at night show a Red light), and then 
 conceal it, you are t" haul upon the rocket line until you get a 
 tailed block with an endless fall rove through it. 
 
 3. Make the tail of the block fast to the mast about 15 feet above 
 the deck, or if your masts are gone, to the highest secure part of 
 the vessel. When the tail block is made fast, and the rocket line 
 unbent from the whip, let one of the crew, separated from the 
 rest, make the signal required by Article 1 above. 
 
 4. As soon as the signal is seen on shore a hawser will be be»it 
 to the whip line, and will be hauled olFto the ship by those on 
 shore. 
 
 5. When the hawser is got on board, the crew should at once 
 make it fast to the same part of the ship as the tailed block is 
 made fast to, only about 18 inches higher, taking care that there 
 are no turns of the whip line round the hawser. 
 
 6. When the hawser has been made fasit on board, the signal 
 directed to be made in Article i above, is to be repeated. 
 
 7. The mnii on shore will then pull the hawser taut, and by 
 means of the whip line will haul off to the ship a sling, cot or 
 life-buoy, into which th(? person to be hauled ashore is to get and 
 be made fast. When he is in and seoire, one of the crew must be 
 separated from the rest, and again signal to the shore, as directed 
 in Article I above. The people on shore will then haul the person 
 in the sling to the shore, and, when he is Janded, will haul back 
 the empty sling to the ship for others. This operation will be 
 repeated until all persons are hauled ashore From the wrei-ked 
 vessel. 
 
 8. It may sometimes happen that the stale of the weather and 
 thi' condition of the ship will not admit of a hawser being set up ; 
 in such cases a sling or l»fe-b>u)y will be hauled off instead, and 
 tilt? ship-wrecked persons will be hauled through the surf, instead 
 of along a hawser. 
 
 Masters and (-rews of stranded vessels should bear in mind 
 that SUCCESS in landing them, in a great measure DKPENDS 
 UPON THEIR COOLNESS AND ATTENTION TO THE RULES 
 HERE LAID DOWN ; and that l)\ attending to them many liv»'s 
 areaniuially saved by the mortal- and rocket apparatus on the 
 coast of the United Kingdom. 
 
 26 
 
ff 
 
 20?- 
 
 Examination Papers. 
 
 •V.:*.] 
 ii-\i 
 
 m il 
 
 I 
 
 ,il 
 
 The system of signaling must be strictly adhered to ; and all 
 women, children, passengers and helpless persons should be 
 landed before the crew of the ship. 
 
 EXtMINfTION PAPERS. 
 
 ADJUSTMENTS OF THE SEXTANT. 
 
 The applicant will answer in writing, on a sheet of paper 
 which will be given him by the hlxaminer, all the following 
 questions , numbering his answers with the numbers correspon- 
 ding to the questions. 
 
 1. What is the first adjustment of the sextant ? 
 
 To set the Index glass perpendicular to the plane of the 
 sextant. 
 
 2. How do yon make that adjustment ? 
 
 Place the vernier about the middle of the arc ; hold the 
 sextant horizontally with the limb from you, and looking obli- 
 quely into the index glass, see if the arc reflected in it, and the 
 true arc as seen outside, appear in an unbroken line ; if not, it is 
 rectified by the screws at the back of the glass.. 
 
 8. "What is the second adjustment ? 
 
 To set the Horizon glass perpendicular to the plane of the 
 sextant. 
 
 4. Describe how you make that adjustment ? 
 
 Place the zero of the vernier to the zero of the arc, hold the 
 sextant horizontally and see if the reflected and true horizons ap- 
 pear in the same straight line, if not, litrn the proper screw until 
 they do. 
 
 ff 
 
 5. "What is the third adjustment ? 
 
 To set the Horizon Glass parallel to the Index Glass. 
 
 6. How do you made the third adjustment ? 
 
 Place the zero of the vernier to the zero of the arc, hold the 
 sextant perpendicularly and see if the true and reflected hoi-izons 
 appear in the same straig'. ; line, if not, turn the proper screw 
 tuitil 
 
 they do. 
 
 7. In the absence of a screw how would you proceed ? 
 Find the index frror. 
 
 8. How would you find the index error by the horizon. 
 Place the zero of the vernier to the zero of the arc, and 
 
 bring the true and reflected horizons in one straight line, then 
 >what the sextant shews will be the Index Error. 
 
Examination Papers. 
 
 203 
 
 1). How is it to be applied ? 
 
 It will be additive if the reading is off the arc, but sub- 
 tractive if it is on. 
 
 10. Place the index at error of minutes to be added, 
 change it, and leave it. 
 
 Note. — The examiner will see thai it is cor-ect. 
 
 11. The examiner will then place the zero of the vernier on 
 the arc, not near any of the marlied divisions, and the candidate 
 will read it. 
 
 Note. — In all cases the applicant will name "or otherwise 
 point out the screws used in the various adjustments. (1 17 to 120). 
 
 12. How do you find the Index Error by the sun. 
 
 By measuring the Sun's diameter both on and off the arc, 
 then half the difference of the two readings will be the index 
 error (121). 
 
 13. How is the same applied ? 
 
 Additive if the reading off is the greatest, but subtractive 
 if it is the least. 
 
 14. What proof have you that those measurements or angles 
 have been taken with tolerable accuracy ? 
 
 The sum of the two measurements, divided by 4, should be 
 equal to the Sun's semidiameter as given in the Nautical Almanac 
 for the day on which the observations were taken. 
 
 CHART. 
 
 The applicant will be required to answer in writing, on a 
 sheet of paper which will be given him by the examiner, all the 
 following questions according to the grade of certificate requin^d, 
 numbering his answer with the numbers corresponding with 
 those on the question paper. 
 
 1. A strange chart being placed before you, what should be your 
 special care to determine, before you answer any questions con- 
 cerning it, or attempt to make any use of it ? 
 
 See if it is a British Chart by ascertaining if its longitude 
 is reckoned from the meridian of Greenwich, also whether the 
 compasses engraved upon it are true or magnetic. 
 
 2. How are you to ascertain that in our British Charts 1 
 
 Th"^ North point of a true compass is marked by a star and 
 is drawn parallel tq a meridian. The line bearing the nJorlh point 
 of a magnetic compass makes an angle E. or W. of a meridian 
 equal to the variation. 
 
 3. Describe how you would find the course by the chart 
 between any two places A and B ? 
 
41 
 
 ^1 ^ii 
 
 •204 
 
 Examination Papers. 
 
 ' 
 
 1 
 
 1 
 
 1 
 
 
 1 
 
 1 
 
 Lay the edge of the par.iUel rulers upon A and B, move the 
 rulers to the centre of the nearest compass which will then shew 
 the course required, magnetic or true as per chart. 
 
 4. Supposing there to be points of variation at 
 the first-named place, what would the course be magnetic, the 
 true course being about ? 
 
 I would shape my course to the right for Westerly varia- 
 tion, to the left for Easterly. 
 
 5. How would you measure the distance between these two or 
 any other two places on the chart ? 
 
 By using a pair of dividers, take the space between the two 
 places to the graduated meridian, which if the middle latitude is 
 the centre of the scale used, will give the distance required. 
 
 G. Why would you measure it in that particular manner? 
 
 Because the distance between the parallels is increased 
 towards the poles, in order to compensate for the expansion of the 
 meridian difference. 
 
 The above comprises all the questions on the chart that are 
 put to first Mates. 
 
 In addition to the above the Masters are required to ans- 
 wer : — 
 
 7. What do you understand those small numbers to indicate 
 that you see placed about the chart ? 
 
 Soundings, generally in fathoms. 
 
 8. At what time of the tide ? 
 
 Low water ordinary spring tides. 
 
 9. What are you required to know in order that you may com- 
 pare the depths obtained by your lead line on board with the 
 depths marked upon the chart ? 
 
 The time from high water and the half range of tide at 
 ship. With these. Table B in the Admiralty Tide Tables will give 
 a correction to be applied to the half mean spring range of the 
 place, the result bemg the rise of tide at the time of sounding. 
 
 10. What do the Roman numerals indicate that are occasion- 
 ally seen near the coast, and in harbors ? 
 
 The time of high water full and change. 
 
 1 1. How would you find the time of high water at any place, 
 the Admiralty Tide Tables not being at hand, nor any othei- 
 special tables available ? 
 
 By adding 48 minutes for every day since full and change. 
 
 All the above questions should be answered, but this does 
 lot preclude the Kxaminer from putting any other questions of 
 i practical charactei-, or which the local circrmstances of the port 
 may require. 
 
Examination Papers. 
 DEVIATION OF THE COMPASS. 
 
 205 
 
 [The caiiiidatf is to answer corroi.'tly at least eight of such of 
 the following questions as are marked with a cross by the exa- 
 miner. The examiner will not mark less than 12.| 
 
 1. What do you mean by Deviation of the Compass ? 
 
 It is an error of the Compass caused by the magnetic action 
 of the iron in the ship or cargo upon the needle. 
 
 2. How do you determine the deviation lal when in port and 
 (b) when at sea ? 
 
 {a) By reciprocal bearings. 
 
 Let thp 8hip lie with her head upon anj' point of the compass ; now, take 
 a compaHS on shore, and let the ohHervers on board and on shore take the 
 hearings of one another ; reverse the bearing taken from the shore, and the 
 difference bctwe'jn it and the bearing taken from the ship will be the deviation 
 corresponding to the direction of the ship's h<ad. Proceed in like manner with 
 the ship's head on the remaining points of the compass. 
 
 {b) By astronomical bearings. 
 
 Take the bearing ot the Sun and by computing the Tru« Azimuth find 
 the error of the compass, then the difference between this and the Variation, as 
 found from a chart of Equal Variations, would be the Deviation for the direction 
 of the ship's head when the bearing was observed. Now take like observations 
 with the ship's head upon not less than each cardinal point of thtt Compass, and 
 also upon the courses lying half way between them. 
 
 3. Having detei*mined the deviation with the ship's head on 
 the various points of the compass, how do you know when it is 
 Easterly and when Westerly ? 
 
 It will be Easterly, if when laid off upon the compass the 
 tjorrect magnetic bearing is to the right of the one taken from the 
 ship, but Westerly if the contrary. 
 
 4. Why is it necessary, in order to ascertain the deviations, 
 to bring the ship's head in more than one direction ? 
 
 Because every change in the (bourse brings the iron in the 
 ship into a different relative position with regard to the compass 
 needle. 
 
 5. For accuracy what is the l(>ast number of jmints to which 
 the ship's head should be brought ? 
 
 Eight. 
 
 The four cardinal and the four mirl-carrlinal points are the best. 
 
 6. How would you find the deviation when sailing along a 
 well known coast ? 
 
 When the reciprocal bearings of two well defined ubjects, 
 such as lighthouse towers, are known, bring them in one, and 
 the difference between the observed and given bearings will be 
 the deviation for the direction of the ship's head when such 
 ': tarings were observed. 
 
 ;i I 
 
 
 ^4 
 
 f 
 
?06 
 
 Examination Papers. 
 
 For the questions 7, 8 and 9 see the article upon Deviation 
 page 96. 
 
 11. Name some suitable objects by which you could readily 
 obtain the deviation of the Compass when sailing along the coasts 
 of the English Channel? 
 
 The Lizard, Portland and the South Foreland Lights. 
 
 12. Do you expect the Deviation to change, if so, state under 
 what circumstances ? 
 
 It will change rapidly for a time after launching, also 
 through any considerable change of latitude, any alteration in the 
 position of the Compass, or the quantity or place of the iron on 
 board. 
 
 13. How often is it advisable to test the accuracy of your tabh 
 of deviations ? 
 
 At every convenient opportunity. 
 
 Mori- particularly iu a new ship ; and also after having made any con- 
 siderable change of latitude, or after having stood upon the same tack any length 
 of time. 
 
 . 14. State briefly what you have to guard against in selecting 
 a "position for the compass ? 
 
 That it should be removed as far as practicable from all 
 iron stanchions, deck beams, smoke stacks, or other disturbing 
 influences of a like character. 
 
 15. The compasses of iron ships are more or less affected by 
 what is termed tne heeling error ; on what courses does this error 
 vanish, and on what courses is it the greatest ? 
 
 It vanishes at the East or West points, and is greatest about 
 North or South. 
 
 I(). State to which side of the ship — in the majority of cases— is 
 the north point of the compass drawn in the Northern Hemisphere , 
 and what effect has it on the assumed position of the ship when 
 she is steering on nortlierly, and also on southerly courses ? 
 
 The north end of the needle is drawn to windward, and 
 consequently when steering to tht* northward the sship makes ji 
 more weatherly course than that indicated by the compass, while 
 on southerly courses she is to leeward of liei' apparent course. 
 
 17. The effect being as you state, on what courses would yoi. 
 keep away, and on what courses would you keep ckier to the 
 wind in order to make good a given compass course ? 
 
 I should keep away upon northerly courses, but keep closer 
 to the wind on southerly courses. 
 
 IH. Does the same rule hold good iu both Hemispheres wi^h 
 regard to the heeling error? 
 
 No, with few exceptions the rule which holds good in the 
 
Examination Papers. 
 
 20" 
 
 Northern Hemisphere must be reversed to apply to the Southern. 
 
 19. Your steering compass having a large error, how would 
 your proceed to correct that compass by compensating magnets 
 and soft iron, so as to reduce the error between manageable limits. 
 
 Make a mark upon the deck exactly under the centre of the 
 compass anJ draw two chalk )ines throUf-^h it, one fore and aft. 
 and the other athwartships. Gel the ship perfectly upright and 
 lay her head N. or S. correct magnetic. Now place a magnetic 
 bar atiiwartship, with its cenue on the fore and aft line, and th" 
 N. or marked end pointing to starboard if the N. end of the 
 needle is drawn to starboard, and vice versa. Still kee[»ing the 
 centn; upon the fore and aft line, n^ovo the bar to or from the 
 comnass rmtil the ship's head is N. or S. by compass. Then place 
 her nead K. or W. correct magnetic and set a bar fon; and a^t 
 with its marked end aft if the needle is drawn towards the stern 
 and vie: versa ; move the centre of the bar along the athwartship 
 line, until the ship's head lays E. or W. by compass. Next lay her 
 head upon either of th(> 4 point conrses, correct magnetic, and 
 place a box of soft iron at each side of the binnacle, level \yith the 
 needle. Use more or less iron in tlufse boxes until the compass 
 agrees with the known direction of her head. This last adjust- 
 ment is permanent, but the other two will require snpervisiou, 
 and therefore the magnets should be so fixed thai they may be 
 shifted for this purpose during the voyage. Th^^ magnets shonld 
 be from IC o 18 inches in length, their breadth on«!-tenth their 
 length and their thickness one-foui-th theii- breadth. They shonld 
 not be placed nearer than twice their length to the compass needle. 
 
 DEFINITIONS IN NAVIGATION AND NAUTICAL 
 ASTRONOMY. 
 
 % 
 
 The candidate is to write a short definilion against so many of 
 the following terms as may be miirkcd witii a cross bv the Kxa- 
 miner. Th(« examiner will not mark less than 10. I lie writing 
 shonld be c!ear, and the spelling should not he disrcgiirded. 
 
 A Plane is a perfe(;tly Hat and even surface {rilhoul drpUi ; this 
 surface may be supposed to lie in auy given direction, and then 
 all objects whiili an; Ujiou this surface arc said to lie in liial 
 plane. 
 
 A Oreat Circle is a circ.h; whose p ane passes through the 
 centn; of the siihere ; iithereforc divides lliu latter into two equal 
 part;i, and is the largest circle lh(!re can he di-awn upon a (llolte. 
 
 A Small CIrele is a circle whoae plane does not pass through 
 \\\o centre of the sphere, consequently it divides the sphere into 
 mequal parts. 
 
ii 
 
 208 
 
 Examinaticn Papers. 
 
 Def. I. The Equator is a great circle equi-distant from the 
 poles. 
 
 It divides the eartli i'to the NortlicrD and Southern Hemit(phert*8. 
 Def. 2. Tlie Pole« are the extremities of the earth's axis. 
 
 Ttie one which lif8 \ipon the game side of taa equator as the Dominion in 
 called the North Pole, while the other is termed the South Pole. 
 
 Def. 3. A Meridian is a great circle which passes through the 
 Poles. 
 
 It is one of the two lines which define the position of any spot upon the 
 earth. 
 
 Def. 4. Tlie Ecliptic is a [neat circle showing the apparent path 
 of the suu in the heavens. 
 
 This t^pparent movement of the sun amongst the stars is eaased by the 
 motion of the earth in its orbit. 
 
 Def. 5. Tlie Tropics are two small circies parallel to the equa- 
 tor, BBch cutting a vertex of the ecliptic. 
 
 There is always a point between these two circles where the sun is vertical. 
 That one which lies to the Northward of the equator is called the Tropic of 
 Cancer, while the other is the Tropic of Capricorn. 
 
 Def. 6. Latitude is the arch of a meridian intercepted between 
 any given place and the equator. 
 
 It is reckoned from the equator towards the poles, and is nained North or 
 South, the same as the pole towards which it is nckoned. 
 
 Def. 7. Parallels of Latitude are small circles parallel to the 
 equator. 
 
 Tt is the ititersection of a {parallel of latitude with a meridian Ht any given 
 point which defines the position of that point upon the face of the Globe. 
 
 Def. 8. Loiifdtude is the arch of the eijuator intercepted 
 between what is called the First Meridian and the niiuidian 
 passing through any given place. 
 
 Any merlilian may be made th<' First Meridian, many nations using that 
 which pa^ses through their respective Capitals, but must mnritinie nation^ 
 have adopted th«- English First Meridian, which ig the om^ which passes thmugli 
 the Obdervatory at Greenwich. Long, is reckoned from - at the First Meri- 
 dian to 180° , where it miets the other (m inferior) jmrt of the First Meridian ; 
 and is flamed East, if, when looking towards the North, it i«t reckoned to the 
 light of the First Meridian, but W< st if the contrary. 
 
 Def. '). Tlie Visible Horizon is the circle iu theoiKMi sea, formed 
 by the limit of vision. 
 
 It will expimd wiih an incnased elevHtion of th<- eye iibove the level uf the 
 Hva, and contract as the eye approaches the Narfnee. 
 
 Def. to. The Sensible HoHseoii is a plane which passing 
 throuf^h the eye <d' the «»b,iierver, i> ^ia:jdlel with the visible hori- 
 zon. 
 
 Def. II, The Hat^onnl Horixoi^ is. the plaui* which passes 
 
Examination Pupcrs. 
 
 •20« 
 
 through the centre of the earth parallel to the visible horizon. 
 
 Der. 12. The Artificial Horizon and its use8. The artificial 
 horizon is a small shallow trough containing quicksitver. It is 
 used when there is no visible horizon, for the purpose of measuring 
 the altitude of an object 
 
 As the angle taken is the angle ofr-fieci en, it is double the nctual altitude, 
 and must thetefore bf halved after the error of thf si'x»ant has be»^n applied to It. 
 
 Def. 13. True Courseof aHhip is the angle contained between 
 the ship's head and the true meridian. 
 
 It is therefore the compass course corrected for all its errors. 
 
 Def. 14. Magrnetic Coiiirse is the angle contained between the 
 fchip's head and the Correct Magnetic meridian. 
 
 Is in error by the amount of the d(;viation. 
 
 Def. 15. Compass Course is the angle contained between the 
 
 •hip's head and the meridian, as shown by her compass. 
 
 Consequently it is in error by the amount of the Tariation, deviation and 
 leeway. 
 
 Def. 1 6. Variation of the Compass is the angle batween the 
 true and magnetic meridians. 
 
 Every place has its own variation, and this again Is also subject to a slow 
 change in its amount. The variation of the compass is caused by the true an<l 
 magnetic poles not being located In the same; place, and the change which is 
 always taking place in its amount appears to arise from a slow movement of 
 the magnetic icmnd the true pole. 
 
 Def. 17. DeviatioB of tlie Compass is the angle between the 
 correct magnetic meridian and that shown by the compass. 
 
 Def. 18. Tlie Error of tlie Compass is the combined effects of 
 both variation and deviation upon a ship's compass. 
 
 As the variation is affected by a changi* of place, and the <leviatioi;, in addition, 
 by any alteration in tht; direction of the ship's In ad, it is evident that the error 
 of the compass found in the amplitudes or azimuths by gt^tting the angle be. 
 twe.n The trut; and compass b 'arings of the Kun, can c.nly br usrd wln-n in alnxit 
 the same locality, and with the ship lying ui>on the Name courHi' an when th • 
 compass bearing was taken. 
 
 Def. 19. Lieeway is the angle formed by tlu^ ship's keel with 
 her actual course through the water. 
 
 It is caused by the action of the wind uj»on a ship's side, which gives her 
 • lateral as w« 11 as a progressives motion. 
 
 Def. 20. Tlie Meridian Altitude of a Celestial oVjeet is its alii 
 tude when upon the meridian of the place of observation. 
 
 Def. 21. Ajrimutli is th(! angle contamed between the Nortli oi- 
 Bouth Pole and the vertical circle passiuf!; through the obie<;t. 
 
 It is called the true or magnetic admuth. according wh<'thir the angle is 
 reckonel from the true or magnetic pole. The ainimutli fouml l>v • ompiitatlini 
 is true. 
 
 Def. 22. Amplitude is Ihe jingle conlained Ixjlweeii Ihe Kasl or 
 
 
 I 
 
 t 
 
 s 
 
 i' 
 

 210 
 
 Examination Papers. 
 
 'i . <m 
 
 4 
 
 T 
 
 West point of the horizon and an object in the act of rising or 
 setting. 
 
 It IB called the true or magnt^tic ainplitiidt- according whether the nngle is 
 reckoned from the true or ntiagnetic East or Wi st point of the horison ; the am- 
 plitude found by calculation is true. 
 
 Def. 23. Declination is the angular distance of any heavenly 
 body North or South of the celestial equator. 
 
 Def. 24. Polar DiHtance is the angular distance of any celestial 
 object from the pole of the observer. 
 
 Def. 25. Bight Ascension is the arc of the Celestial Equator 
 conttiined between the First Point of Aries and the Circle of 
 Declination passing through any given heuvenly body. 
 
 It is expr. R8ed in time, and is reckoned Westward from the First Point of 
 Arifs in continuation right through the wlu>le circ'e, that in, from Oh. to 24h. 
 Th • First Point of Arifs is that jioir.t in the Celestial Kquator which is crossed 
 by the 8uri in March. 
 
 Def. 26. Dip is the angle contained between the sensible hori- 
 zon and a line drawn from the eye of the observer to any point 
 in the visible horizon. 
 
 As tln! visible horizon expands or contracts with any increasH or <lecrea8e 
 of the lutight of the observ r's eye above the level cf the sea, it follows that the 
 dip of the horizon is regulated by the height of th-.- lye. 
 
 Def. 21. Ket^action is the amount by which the altitude of a 
 heavenly body is increased by the effect of the earth's atmos- 
 phere. 
 
 The rays of light which form the imnge of an object, while forcing their 
 way thiough our atmosphere, get more or less bent downwards from their pro- 
 per straight line, iind as an object is seen in the same direction as that with 
 which the ray enters the eye, its having been crsrved downward from its trui; di- 
 rection will naturally give the object an apparent altitude grtater than really 
 beUcigs to it 
 
 Def. 2S. Parallax is a correction additive to an altitude to make 
 it e(|niil to what it would have been, supposing it had been obser- 
 ved from the ceiitro of the earth. 
 
 Def. 29. 8eini-<lianicter is the half of the apparent diameter of 
 a heavenly body. 
 
 Def. 30. Auf^nieutation of tlu^ Moon's Senii-diameter is the 
 
 iuci-ease of the apparent semi-dianjeler wf the Moon, caused by 
 th(^ place of the ohsei'vcr getting closer to that body while she is 
 rising from the luirizon to the z« riith. 
 
 When the Moon is in the zenith, the observer is immediately underneath, 
 and conseqtiently at his shortest distance from her ; but as the Moon sets (a mo- 
 tion due to tlu> rotation of the earth eastward), the place of the observer is gra- 
 dually removtd from the moon, until when that body is in the horizon, it is 
 plain that the obst^rver has increased his distauce from her by the length of the 
 earth's radius ; and the moon's distance from us is not bo great but that this 
 aniount has an appreciable effect upon her apj)arent bIec. 
 
Examination Papers 
 
 211 
 
 Def. 31. Observed Altitude is the angular distance of any 
 heavenly body from the horizon as shown by a sextant. 
 
 Def. 32. Apparent Altitude is the angular distance of an object 
 from the sensible horzon. 
 
 It ^8 found by appIyiDg the index error and dip to its obHcrvud altitude. 
 
 Def. 33. True Altitude is the apparent altitude of an object 
 corrected for refraction and parallax. 
 
 Def. 34. Zenith Distance is the angular distance of an object 
 from that point in the heavens immediately over the observer. 
 It Ih found by subtracting the truu altitude from dO" 
 
 Def. 35. Verf "*•' Circles are great circles passing through the 
 Zenith. 
 
 They are consequently perpendicular to the horizon. 
 
 Del'. 36. Prime Vertical is that vertical circle whit^h is at right 
 angles to the Celestial Meridian. 
 
 Th'-reforo any olyect upon the Prime Vertical must b>-iirdue East or W.st. 
 
 Def. 37. Civil Time is the ordinary way of reckoning time on 
 shore. 
 
 The ciril dar is contained between two following midnights ; it is 24 h. 
 long, and is dirided into two parts of 13 h. each ; the first is called a. m. or ante 
 mtridian, the second p. v., or pott meridian. 
 
 Def. 38. Astronomical Time is the interval of time from the 
 preceding noon. 
 
 The astronomical day commenceH at noon of tlie civil day of tho same date, 
 and closes at the noon following ; astronomical time is reckoaed cons 'cuHvi'ly 
 up to 24h. 
 
 Def. 39. Sidereal Time is the time elapsed since the preceding 
 transit of the first pomt of Ariesj. 
 
 Def. 40. Mean Time is time as shown by 411 ordinary clock. 
 
 The interval between following trnuHits of the sun is not regular, n mean 
 $Hn thcn-forc ha'4 b eu imagined, which moving at onu uniform lute in :^ jpp< sed 
 to make tht) oironit of the Ceh-Htiiil Equttor in the Nainn tim-, exactly, that the 
 sun requires to pass through the Eulipue. 
 
 Def. 41. Apparent Time is the time elapsed since the preced- 
 ing transit of the true sun. 
 
 Def. 4'2. E«|uationofTime. ~ The interval of time between 
 Mean and AppanMit time. 
 
 Def. 43. Hour Anirle of a Celestial otiject. — The angb' con- 
 tained between it and thtj Celestial Meridian. 
 
 Def. 44. C<miplementof an Arc or Aiiyle. — The diilereiic<' be- 
 tween it and 90<». 
 
 ' :M 
 
 Def. 45. Supplement of an Arc or Aufifie*- 
 
 tween it and 18U». 
 
 The (liff'erenie Iwj- 
 
I if 
 
 •212 
 
 Leading Lights. 
 
 LEADING LIGHTS 
 
 ENGLISH CHANNEL. 
 
 mi 
 
 Bishop Rock 
 
 St. Agnes 
 
 Seven Stones, Lt. V. 
 
 Longships 
 
 Wolf 
 
 Lizard 
 
 Eddystone 
 
 Start Point 
 
 Portland BiM 
 
 Shambles Ll. V. 
 
 Needles 
 
 St. Catherines 
 
 Warner Lt. V. ^ 
 
 Nab Lt. V. 
 
 Owers Lt. V. 
 
 Beachey Head 
 
 Royal Sovereign Shoals Lt. V. 
 
 Dnngeness 
 Varne Shoal Lt. V. 
 Sonth Foreland 
 East Goodwin Lt. V. 
 Sonth Sand Head \A. V. 
 (Jull Stream Lt. V. 
 North Sand Head Lt. V. 
 North Foreland 
 I'shant, East end 
 Gas([nets 
 
 Alderney Island 
 Gape de la Hagne 
 Cape Bartlenr 
 Cape Orisnez 
 Calais 
 
 IF. 
 
 1 R. Every minnte. 
 
 2 F. "^ 
 
 1 F Red towards the land. 
 
 1 R. Evei*y thirty seconds. Red and 
 
 White alternately. 
 
 2 F. These lights will shortly b« 
 
 altered to Electric. 
 
 1 F. 
 
 2 R. Every minute. 
 2 F. 
 
 I F. 
 
 I F. 
 
 IF. 
 
 I R. Every minute. 
 
 2F. 
 
 1 R. Every thirty seconds, twice 
 
 White and once Red. 
 I R. Every two minutes. Light 
 
 visible for 15 seconds. 
 [ R. Every minute, thre(^ flashei 
 
 in quick succession. 
 I F. Electric. 
 
 1 R. Every twenty seconds. Rett. 
 
 2 F. Electric. 
 
 I R. Every fifteen seconds. Gi^en. 
 
 \ F. 
 
 1 R. Every twenty seconds. 
 
 '.] F. Triangular. 
 
 IF. 
 
 1 F. 
 
 3 R. Every twenty seconds. 
 
 angular. 
 
 2 F. Red. 
 I F. 
 
 I R. Evury thirty seconds. 
 I R. Every thirty seconds. 
 I F. Flash every four minutes. 
 
 Tri- 
 
 Skelligs 
 Calf Rock 
 {•'astue, 
 Kinsale 
 Dannts Rock Lt. 
 
 HT. (iEOIMiE'S CHANNEL. 
 
 I F. 
 
 V. 
 
 I V. Flash every fifteen seconds. 
 
 I R. Everv minute. 
 
 I F. 
 
 I. F. Red. 
 
Leading Lights. 
 
 21« 
 
 Roche Point | j p' 
 
 Ballycotton 1 F. 
 
 Minelipad I R. 
 
 Waterford (Hooki 1 F. 
 
 Bailees Lt. V. 2 F. 
 
 Tiiskar 1 R. 
 
 Lucifer Shoals Lt. V. I F. 
 
 Blackvvater Bank Lt. V. 1 F. 
 
 South Arklow Lt. V. 1 R. 
 
 North Arklow Lt. V. 2 F. 
 
 Wick low 1 R. 
 
 Godlins Bank Lt. V. 1 R. 
 
 Kish Lt. V. 1 R. 
 
 Bailey (Howth( IF. 
 
 Rockabill I F. 
 
 Garlinglbrd 2 F. 
 
 Chicken Rock 1 R. 
 
 Great Orme Head 1 F. 
 
 Point Lynns I R. 
 
 Skerries 2 F. 
 
 South Stack I R. 
 
 Caernarvon Bay Lt. V. I R. 
 
 Bardsey 1 F. 
 
 Gardif,'an Bay Lt. V. 1 R. 
 
 South Bishop I R. 
 
 Smalls I F. 
 
 Redy every minute. 
 
 Flash every ten seconds. 
 Every miiiute. Light visibl* 
 for 50 seconds. 
 
 Every minute. Twice whitt 
 and once Red. 
 Red. 
 
 Every thirty seconds. 
 
 Every thirteen seconds. Light 
 
 visible for 10 seconds. 
 Every twenty seconds. Red. 
 Every minute. 
 
 Flash every twelve seconds. 
 
 Every thirty seconds. 
 
 Every ten seconds. Light vi- 
 sible for 8 seconds. 
 
 One White and the other Red. 
 
 Every two minutes. 
 
 Every twenty seconds. Twice 
 While and once Red. 
 
 Every thirty seconds. Red. 
 Every twenty seconds. 
 
 Cape Sable 
 
 Seal Island 
 Cai»e Fourcher. 
 
 Cape St. Mary 
 
 Briar Island 
 
 Grand Passage 
 
 Petit Passage (Boar's Head) 
 
 Point Prim 
 Marshall Gove 
 
 BAY OF FUNDY. 
 
 I R. Every forty seconds. Light 
 visible for 15 seconds. 
 
 I F. 
 
 I R. Every one minute and three' 
 quarters^. Light visible one 
 miniitc! and a quarter. 
 
 1 R. Fvery thirty seconds, lied am] 
 While altcruatelv. 
 
 1 F. 
 
 2 F. Horizontal. 
 I H. Every miiuite. Red' ami While 
 
 allernately. 
 
 F. Vertical. 
 
214 
 
 Leading Lights. 
 
 I 'l 
 
 Mar .etsville 
 Black Rock 
 Horton Bluff 
 Burntcoat Head 
 Parrsboro' 
 Apple River 
 Gape Enrage 
 Grindstone Island 
 Quaco 
 Gape Spencer 
 
 iiji;! 
 
 Partridge Island 
 
 Point Lepreau 
 
 Whitehead (Bliss Island) 
 
 Wolf Island 
 
 Gampobello Island 
 
 Port S. Andrew 
 
 Grand Maman (Swallow Tail) 
 
 Gannet Rock 
 
 Maohias Seal Island 
 West Quoday Head 
 Little River 
 Moose Peak 
 Nash's Island 
 Petit Manan 
 Mount Desert Rock 
 Bakers Island 
 Bears Island 
 
 2F. 
 1 F. 
 1 F. 
 IF. 
 
 Red. 
 
 F. 
 F. 
 F. 
 F. 
 
 1 R. 
 1 R. 
 
 1 F. 
 2F. 
 
 F. 
 R. 
 
 Every twenty seconds. 
 Every fork'y five seconds. Red 
 and While alternately. 
 
 Vertical. 
 
 Every minute and a half. 
 
 1 F. 
 1 F. 
 1 F. 
 1 F. 
 
 2F. 
 
 1 F. 
 
 1 F. 
 
 IR. 
 
 IF. 
 
 1 F. 
 
 1 F. 
 
 I F. Flash everv ninetv seconds. 
 
 IF. ^ ^ 
 
 Flash every four and a half 
 seconds. 
 
 Flash every ninety seconds. 
 
 Every thirty seconds. 
 
 Red. 
 
 Flash every two minutes. 
 
 NOVA SCOTIA-EAST COAST. 
 
 Scatterie Island 1 R. 
 
 Louisburg I F. 
 
 Green Island 1 F. 
 
 Gape lia Ronde 1 F. 
 
 Sydney Harbour 1 F. 
 
 Cape Causo 2 F. 
 
 Hart Island . 1 F. 
 
 North Canso * 1 F. 
 
 White Head Island 1 R. 
 
 Green Island (Guysboro*) 1 F. 
 
 Liscomb Island I R. 
 
 Beaver Island 1 R. 
 
 Egg Island 1 R. 
 
 Sable Island, East end 1 F, 
 
 Every ninety seconds. Light 
 visible for one minute. 
 
 Red. 
 
 Red. 
 
 Vertical. 
 
 Red. 
 
 Every twenty seconds. 
 
 Every two minutes. Red and 
 
 White alternately. 
 Every two minutes. 
 Every minute. Red and White 
 
 alternately. 
 
Leading Lights. 
 
 215 
 
 Sable Island, West end 1 R. 
 
 Devil Island I F. 
 
 Mullin's Point I F. 
 
 Ghebucto Head I R. 
 
 Sambro 1 F. 
 
 Mahone Bay IF. 
 
 Chester 1 F. 
 
 Cross Island ? ^ ^ ^■ 
 
 Shelbourne Harbor 
 
 11 F. 
 I F. 
 
 Green Island 'Margaret's Bay) 1 R. 
 
 Lunenburg 
 
 West Iron Bound Island 
 
 Fort Medway 
 
 Liverpool 
 
 Little Hope Island 
 
 Port Hebert 
 
 Ragged Island Harbor 
 
 Slielbourne Harbor 
 
 Negro Island 
 
 Barnngton 
 Barrington Bay L. V. 
 Carters Island 
 Cape Sable 
 
 Tusket River 
 Seal Island 
 
 1 F. 
 I R. 
 I F. 
 I R. 
 I R. 
 
 F. 
 
 F. 
 
 F. 
 
 1 R. 
 
 1 F. 
 1 F. 
 1 F. 
 1 R. 
 
 iV. 
 I F. 
 
 Every three minutes. Light 
 visiole for a minute aud a 
 half, during which time there 
 will be a flash every half 
 minute. 
 
 Red to seaward. 
 
 Every minnte. 
 
 Red. 
 
 Every mmute. 
 
 Every ninety seconds. Red and 
 White alternately. ' 
 
 Every thirty seconds 
 
 Every two minnles. 
 
 Every minute. Red. 
 
 Red. 
 
 Red. 
 
 Vertical. 
 
 Every minute. Red and White 
 
 alternately. 
 Red. 
 
 Red. 
 
 Evorv forty seconds, 
 visible for 15 secoudsf 
 Horizontal. 
 
 Light 
 
 THE ST. LAWRENCE. 
 
 Belle Isle 
 
 .\mour Point 
 
 Cape Norman N. F. I^ 
 
 Point Rich '' 
 
 Cape Ray " 
 
 St. Paul "Island N. E point 
 
 St. Paul Island S. W. point 
 
 Bird Rocks 
 
 Entry Island 
 
 Amherst Island 
 
 Elang du Nord 
 Cape Despair 
 Perce Roadstead 
 
 I F. 
 
 1 F. 
 
 ' R. Every two minute* 
 
 I F. Flasll every fifteen second 
 
 I F. Flash everv leu seconds^ 
 
 1 F. 
 
 1 R. Everv inin::*: 
 
 1 F. 
 
 I F. Red. 
 
 I R. Every thirty seconds. Red and 
 
 While alt«'rnately. 
 I R. 
 
 1 R. Everv half mimite. 
 1 F. 
 
 m 
 It 
 
 P 
 
 If 
 
 '■'t'O'fl 
 
m 
 
 tie 
 
 Cape Gaspe 
 
 Cape Rosier 
 
 Anticosti Island : 
 
 East end 
 South Point 
 S. W. point 
 West point 
 
 Cape Magdalen 
 
 Egg Island 
 
 Matane 
 
 Cape Chatte 
 
 Point des Monts 
 
 Little Metis Point 
 
 Manicouagan Lt. V. 
 
 Father Point 
 
 Port Neuf 
 
 Biquette Island 
 
 Red Island Reef Lt. V. 
 
 Red Islet 
 
 Lark Islet 
 
 Green Island 
 
 Brandy Pots 
 
 Long Pilgrims 
 
 Kamouraska 
 
 Lower Traverse Lt. V. 
 
 Upper Traverse Lt. V. 
 
 Stone Pillar 
 
 Crane Island 
 
 Belle Chasse 
 
 St. John, Island of Orleans 
 
 Point St. Lawrence, do. 
 
 Monte du Lac 
 
 St. Antoine 
 
 St. Croix 
 
 Port Neuf 
 
 Leading Lights. 
 
 1 F. Red. 
 1 F. 
 
 1 F. 
 1 F. 
 1 R. 
 1 F. 
 1 R. 
 
 I R. 
 1 F. 
 1 R. 
 IF. 
 I R. 
 2F. 
 1 F. 
 IF. 
 IR. 
 2F. 
 IF. 
 IF. 
 
 Flash e»ery twenty secondn. 
 Every minute. 
 
 Every two minutes. Red «nd 
 
 White alternately. 
 Every ninety seconds. 
 Red. 
 Every thirty seconds. 
 
 Every minute. 
 
 Every two minutes. 
 Red. 
 
 1 
 1 
 1 
 1 
 2 
 2 
 1 
 1 
 
 1 
 1 
 I 
 2 
 
 F. 
 
 F. 
 
 F. 
 
 F. 
 
 F. 
 
 F. 
 
 R. 
 
 F. 
 1 F. 
 IR. 
 IF. 
 
 F. 
 
 F. 
 
 F. 
 
 F. 
 
 Every ninety seconds. 
 
 Every thirty sev onds. 
 
 LAKE ONTARIO. 
 
 
 Snake Island. 
 
 Simcoe o. Gage 
 
 Pigeon Island 
 
 Outer Drake or False Rocks. 
 
 Point Pleasant 
 
 Point Peter 
 
 Salmon or Wicked Point 
 
 Telegraph Island 
 
 Scotch Bonnet or Egg Island 
 
 1 F Red. 
 
 IF 
 
 I R. P^verv sev(Mity seconds. 
 
 t F ■ 
 
 \F 
 
 1 R. Every hundred seconds. 
 
 l^Red. 
 
 1,F 
 
 I.F 
 
Lrading Lights. 
 
 217 
 
 Presqu'lsle: 
 
 East point 
 
 On hill inshore 
 
 Gohoui-g 
 
 Peter Hock or Gull Island 
 
 Port Hope 
 
 Darlington 
 
 Pickering or Liverpool 
 Gibraltar Point, 
 Toronto 
 Port Credit 
 Oak vi lie 
 Burlington Bay 
 Dalhousie Harbor 
 Fox Island 
 
 1 F. 
 2F. 
 1 F. 
 
 1 
 
 F. 
 
 F. 
 
 1 F. 
 I F. 
 
 F. 
 F. 
 F. 
 
 1 F. 
 2F. 
 1 R. 
 1 F. 
 
 lied facing South. While facing 
 
 East and Wes 
 
 36| 
 
218 
 
 Eu'incnls ft cm the Nautical Alntanar. 
 
 ELEiYIENTS FROM THE NAUTICAL ALMANAC. 
 
 JANUARY, 187t;. 
 
 a 
 I 
 
 
 !» 1 
 2 
 3 
 
 4 
 5 
 6 
 
 7 
 
 ; B 
 
 9 
 
 10 
 
 ; 11 
 
 i 12 
 
 I 
 
 i 13 
 
 ■■ 14 
 15 
 
 I 16 
 17 
 18 
 
 19 
 20 
 21 
 
 ! 22 
 
 1 
 25 
 26 
 
 27 
 
 I 
 
 i 28 
 
 ; 29 
 
 I 30 
 
 31 
 
 32 
 
 Page 1. 
 AT APPARENT NOON. 
 
 il 
 
 Page II. 
 AT MEAN NOON. 
 
 Thb Son's. 
 
 Apparent 
 Duclination 
 
 23 
 
 22 
 22 
 
 22 
 22 
 22 
 
 22 
 22 
 22 
 
 22 
 21 
 21 
 
 2 36.4 
 57 33.5 
 52 3.1 
 
 46 
 39 
 32 
 
 25 
 
 17 
 
 9 
 
 
 51 
 42 
 
 5.41 
 40. 6 j 
 
 48.9 
 
 30.5! 
 45.71 
 34.7! 
 
 57.7 
 55.0 
 26.9 
 
 Var. 
 
 in 
 
 1 hour. 
 
 // 
 
 12.06 
 13.20 
 14.34 
 
 15.47 
 16.59 
 17.71 
 
 18.82 
 19.91 
 21.00 
 
 22.08 
 23.14 
 
 24.19 
 
 2' M 56.9 
 10 ci 52.1 
 
 ] :• 
 
 19 
 19 
 
 19 
 18 
 18 
 
 32.23 
 33.17 
 
 45 24.8 3-1.18 
 31 35. 5| 35.01 
 17 24.5; 35.90 
 
 2 
 47 
 32 
 
 52.1 36.79 
 68 7; 37.63 
 44.9! 38.50 
 
 Equation 
 
 of Time 
 
 lo be added 
 
 to Apparent 
 
 Time. 
 
 21 
 
 32 
 
 33.6 
 
 :5.24 
 
 21 
 
 22 
 
 16.2 
 
 26.28 '■ 
 
 21 
 
 11 
 
 32.2 
 
 27.30 ■ 
 
 21 
 
 
 
 24.8 
 
 28.31 1 
 
 20 
 
 48 
 
 53.2 
 
 29.31 1 
 
 20 
 
 36 
 
 57.8 
 
 30.30 1 
 
 20 
 
 24 
 
 38.9 
 
 31.27 : 
 
 18 
 
 17 
 
 10.9 
 
 39.33 
 
 18 
 
 1 
 
 17.2 
 
 40.14 
 
 17 
 
 45 
 
 4.1 
 
 40 94 
 
 17 
 
 28 
 
 32.1 
 
 41.72 
 
 8. 17 
 
 11 
 
 41.6 
 
 42.48 
 
 m H 
 
 3 38.54 
 
 4 6.92 
 4 34.94 
 
 5 
 5 
 
 6 
 
 6 
 
 7 
 
 7 
 8 
 8 
 
 9 
 10 
 10 
 
 10 
 11 
 11 
 
 11 
 12 
 12 
 
 2.56 
 29.76 
 56.49 
 
 21.75 
 48.60 
 13.72 
 
 38.39 
 
 2.49 
 
 26.00 
 
 Thb Sod's. 
 
 Var. I 
 
 in 11 Apparent 
 Ihour.lj Declination. 
 
 1 1 . 
 
 8 48.91 
 
 9 11.19 
 9 32.83 
 
 53.81 
 14.12 
 33.76 
 
 52.69 
 10.89 
 28.37 
 
 45.10 , 0.681 
 
 1.08 i 0.649 
 
 16.28 0.617 
 
 12 30.69 
 
 12 44.30 
 
 12 57.10 
 
 13 9.08 
 13 20.24 
 13 30.56 
 13 40.05 
 
 0.584 
 0.650 
 0.516 
 
 0.482 
 0.447 
 0.413 
 0.378 
 
 B 
 
 1.190 
 1.175 
 1.159 
 
 1.142 
 1.124 
 1.104 
 
 1.084 
 1.062 
 1.039 
 
 1.016 
 0.992 
 0.967 
 
 0.941 !| 
 0.915 jj 
 0.888 11 
 
 S. 23 2 37.1 
 I 22 57 34.4 
 I 2'2 52 4.2 
 
 0.860 
 0.832 
 0.803 
 
 0.774 
 744 
 0.T13 
 
 IS 48.69 I 0.343 
 
 22 
 22 
 22 
 
 46 6.7 
 39 42.1 
 32 50.6 
 
 Semi- 
 
 diameter 
 
 16 
 
 18.2 
 
 16 
 
 18.2 
 
 16 
 
 18.2 
 
 16 
 
 18.2 
 
 1 16 
 
 18.2 
 
 16 
 
 18.2 
 
 XX. 
 
 ■♦» 
 o 3| 
 
 Q 
 
 22 1 0.5 
 
 21 t.l 68.1 
 
 21 42 30.3 
 
 21 y:. 37.3 
 
 21 22 19.2 
 
 21 11 36,5 
 
 21 29.4 
 
 20 48 58.2 
 
 20 37 32' 
 
 16 18.1 
 16 18.0 
 16 18.0 
 
 16 179 
 16 17.8 
 16 17,8 
 
 16 17.7 
 16 17.6 
 16 17.5 
 
 20 24 
 20 12 
 19 5^ 
 
 2.9^ 
 
 ■'8.5 
 
 19 45 31.5 
 19 31 42.5 
 19 17 31.8 
 
 19 
 18 
 18 
 
 59.7 
 
 c;,7 
 
 53.2 
 
 18 17 195 
 
 18 
 17 
 17 
 
 26.1 
 13.3 
 41.5 
 
 S. 17 11 51.4 
 
 16 17.1 
 16 17.0 
 16 16 9 
 
 16 16.8 
 
 16 16.7 
 
 16 16.6 
 
 16 16.4 
 
 16 16.3 
 
 16 16.2 
 
 16 l(;-0 
 
 16 in.;) 
 
 44.6| 16 17.4 
 16 17.3 
 16 17.2 
 
 22 25 32.5 16 18.2 , 6 
 22 17 48.0 16 18.1 1, 7 
 22 9 37.2 16 18.1 i 8 
 
 9 
 
 10 
 11 
 
 12 
 13 
 14 
 
 15 
 16 
 
 17 
 
 18 
 19 
 20 
 
 21 
 22 
 23 
 
 24 
 25 
 26 
 
 27 
 28 
 29 
 30 
 
 31 
 
Elements from the Nuulical Mmunnc 
 
 21'.> 
 
 FEBRUARY 1876. 
 
 JS 
 
 _ 1 
 
 i\ Page I. 
 
 jj AT APPARENT NOON. 
 
 ! Page II. 
 
 1 AT MEAN NOON. 
 
 i 
 
 :' Paee 
 XX. 
 
 1 
 
 ii 
 JS 
 -♦■* 
 •*^ 
 
 o 
 
 1 
 
 1 
 
 1 The Sun'b. 
 
 Equation 
 
 1 
 
 1 
 
 ' The Sun's. 
 
 i 
 
 ! 
 
 
 of 
 
 Time 
 to he adde I 
 to Apparent 
 
 Time. 
 
 Var. 
 
 in 
 
 1 hour. 
 
 
 
 1 
 
 • A/'farent 
 ! E 'clination. 
 
 ' Var. 
 \ in 
 j 1 hour. 
 
 . Apparent 
 Declination. 
 
 I 
 
 1 
 
 ] Semi- 
 Idiamt'ter. 
 
 
 
 o 
 
 
 m s 
 
 8 i! ° • '■ 
 
 : 
 
 i 
 
 1 
 
 S. 17 11 41.6 
 
 : 42.48 
 
 13 48.69 
 
 0.343 ' S. 17 11 51.4 
 
 16 15.9 
 
 1 31 
 
 2 
 
 16 54 33.1 
 
 j 43.22 
 
 13 56.50 
 
 0.308 ;: 16 54 43.1 
 
 16 15.7 
 
 32 
 
 3 
 
 16 37 6.9 
 
 , 43.95 
 
 14 3.47 
 
 0.273 16 37 17.2 
 
 16 15.6 
 
 i 33 
 
 ■ 
 
 4 
 
 16 19 23 5 
 
 44.66 
 
 14 9.60 
 
 0.238 ,; 16 19 34.0 
 
 16 15.4 1 
 
 34 
 
 5 
 
 16 i 23.3 
 
 45.35 
 
 14 14.89 
 
 0.203 i 16 J 34,0 
 
 16 15.3 
 
 35 
 
 6 
 
 ' 15 43 6.7 
 
 ! 
 
 46,02 
 
 14 19.35 
 
 0.169 
 
 15 43 17.7 
 
 16 15.1 ' 
 
 36 
 
 7 
 
 i 15 24 34.2 
 
 46.68 
 
 14 22 99 
 
 0.136 
 
 15 24 45.4 
 
 16 15.0 
 
 37 
 
 8 
 
 15 5 46.1 
 
 47.32 
 
 14 25.81 
 
 0.101 
 
 16 5 57. . 
 
 16 14.8 
 
 38 
 
 9 
 
 14 46 42.8 
 
 47.94 
 
 14 27.83 
 
 0.068 ; 14 46 5,. 4 
 
 16 14.6 
 
 39 
 
 10 
 
 14 27 24.8 
 
 48.55 
 
 14 29.06 
 
 0.035 ;' 14 27 .36.5 
 
 16 14.4 ' 
 
 40 
 
 11 
 
 . 14 7 52.4 
 
 49.14 
 
 14 29.51 
 
 0.003 ii 14 8 4.3 
 
 16 14.2 i 
 
 41 , 
 
 12 
 
 1 13 48 5.9 
 
 i 
 
 49.72 
 
 14 29.19 
 
 0.029 ' 13 48 17.9 
 
 16 14.0 
 
 1 
 
 42 
 
 13 
 
 13 28 8 
 
 50.28 
 
 14 28 12 
 
 0.060 13 28 17.9 
 
 16 13.8 ■■ 
 
 43 
 
 14 
 
 i 13 7 52 4 
 
 5(».82 
 
 14 26.31 
 
 0,091 13 8 4.7 
 
 16 13.6 
 
 44 
 
 15 
 
 ; 12 47 26.2 
 1 
 
 51.35 
 
 14 23.77 
 
 0.120 12 47 38.5 
 
 16 13.4 
 
 1 
 
 45 
 
 16 
 
 1 
 
 1 12 26 47.5 
 
 51.86 
 
 14 20.,-.3 
 
 0.150 12 26 59.9 
 
 16 13.2 
 
 46 
 
 17 
 
 1 12 5 56.8 
 
 52.36 
 
 14 16.58 
 
 0.179 12 6 9.2 
 
 16 13.0 
 
 47 
 
 18 
 
 ■ 11 44 54.4 
 
 52.83 
 
 14 11,95 ; 
 
 0.207 11 45 6.9 
 
 16 12.8 
 
 48 
 
 19 
 
 j 11 23 40.8 
 
 53.29 
 
 i 
 14 6.64 1 
 
 0.235 11 23 53.4! 
 
 16 12.6 ' 
 
 49 
 
 20 
 
 11 2 16.5 
 
 53.73 i 
 
 14 0.67 , 
 
 0.262 11,2 29.0' 
 
 16 12.4 / 
 
 50 
 
 21 
 
 1 10 40 41.7 
 
 54.15 : 
 
 13 54.05 
 
 0.209 10 40 54,3 
 
 16 12.1 
 
 51 
 
 22 
 
 ' 10 18 .'S7.1 
 
 54.56 
 
 13 46.78 
 
 0.316 10 19 9.0 
 
 1 11.9 
 
 52 
 
 23 , 
 
 9 67 2.9 
 
 54 95 i 
 
 13 38.88 
 
 0.342 9 57 15.4 
 
 16 11.7 ! 
 
 53 
 
 24 
 
 9 34 59 .« 
 
 55.32 ! 
 
 13 30 37 
 
 0.367 9 35 12.0' 
 
 :o 11.5 1 
 
 54 
 
 25 
 
 9 12 47.6 
 
 55.67 
 
 13 21.26 ' 
 
 0.3;t2 
 
 1 
 9 13 0.0; 
 
 16 11.2 ; 
 
 55 
 
 26 
 
 8 50 27 < 
 
 56.00 ' 
 
 13 11.57 j 
 
 0.416 
 
 8 50 39.7 1 
 
 16 11.0 
 
 56 
 
 27 
 
 8 27 69 4 
 
 .-*?.32 
 
 1 
 
 13 1.29 I 
 
 0.440 
 
 8 28 ii.e; 
 
 16 10.7 
 
 67 
 
 28 
 
 i 8 5 24.0 
 
 1 
 56.62 
 
 12 50.45 
 
 0.463 
 
 8 5 36.1 
 
 16 10.5 
 
 «8 
 
 2'J 
 
 [ 7 42 41.6 
 1 7 19 52.6 
 
 56.90 
 
 12 39.07 
 12 27.16 
 
 0.485 
 
 ! 
 
 0.50T : 
 
 7 42 53.6 
 7 20 4.5 
 
 16 10.3 
 16 10.0 
 
 69 
 
 30 
 
 57.17 ! 
 
 ] 
 
 60 
 
'I'll J 
 
 m 
 
 X, 
 
 I 
 
 
 
 220 
 
 Etr meats from Ik'- Nautical Almanac 
 
 MARCiI, IH76. 
 
 a 
 
 
 1 
 2 
 3 
 
 4 
 6 
 6 
 
 7 
 8 
 9 
 
 10 
 Xl 
 12 
 
 13 
 14 
 15 
 
 16 
 17 
 18 
 
 19 
 20 
 21 
 
 22 
 23 
 24 
 
 25 
 20 
 27 
 
 28 
 29 
 30 
 31 
 
 B2 
 
 Page I. 
 AT APPARENT NOON. 
 
 The Son s 
 
 Apparent 
 Declination. 
 
 56 
 33 
 
 10 
 47 
 
 fi 24 24.1 
 
 3 50 43.8 
 3 27 10.9 
 3 3 35(i 
 
 2 30 5S.1 
 2 16 19.0 
 1 52 28...1 
 
 1 28 56.8 
 1 C 14.5 
 41 31.9 
 
 b. 17 49.3 
 
 N.O 5 52.9 
 
 29 34.3 
 
 5.1 14.5 
 
 1 l(i 63.2 
 ) 40 29.9 
 
 2 4 
 
 2 27 
 
 2 51 
 
 4.4 
 
 aG.2 
 
 4.9 
 
 3 14 30.2 
 
 3 37 51.7 
 
 4 1 9.0 
 4 ?4 21.7 
 
 S. 7 19 52.6 
 
 57.6 
 56.8 
 
 50.7 
 39.6 
 
 1 4.4 
 37 40.9 
 14 13.9 
 
 Var. In 
 1 hour 
 
 57.17 
 57.41 
 57.64 
 
 57.86 
 58.05 
 
 58 40 
 58.55 
 58.69 
 
 58.81 
 58.92 
 59.02 
 
 59.10 
 59.16 
 59.21 
 
 69.26 
 59.27 
 59.28 
 
 1 
 
 69.2'- 
 
 59.24 
 
 59, -30 
 
 59.14 
 59.07 
 58 98 
 
 58.88 
 58.70 
 58,62 
 
 58.47 
 58.31 
 58.13 
 57.93 
 
 En nation 
 
 of Time 
 
 to be added 
 
 to Apparent 
 
 Tim,'. 
 
 m 8 
 
 12 27.16 
 
 12 
 12 
 
 11 
 11 
 
 14.74 
 1.82 
 
 48.42 
 34.57 
 
 58.23 : 11 20,28 
 
 11 
 10 
 10 
 
 5.57 
 50.46 
 34.98 
 
 10 19.15 
 
 10 3.00 
 
 9 46.56 
 
 9 29.84 
 9 12.87 
 8 55.67 
 
 38.27 
 
 20.69 
 
 2.94 
 
 7 45.06 
 
 7 27.03 
 
 7 8.91 
 
 6 50,70 
 
 6 32,41 
 
 6 14.06. 
 
 Var. in 
 1 hour. 
 
 5 55.71 : 0.7G6 
 
 5 37.33 0.766 
 
 6 18.95 i 0.766 
 
 5 0.58 0.'((i5 
 
 42,2i> 
 
 23,97 
 
 6.76 
 
 o.7<i:t 
 
 0,760 
 0.757 
 
 Page IT. 
 AT MEAN NOON. 
 
 The Son's 
 
 Apparent 
 Declination. 
 
 0.507 
 0.528 
 0.548 
 
 0.538 
 0.586 
 0.604 
 
 0.621 
 0.637 
 0.652 
 
 0.666 
 0.679 
 0.691 
 
 0.702 
 0.712 
 0.721 
 
 0.729 
 0.736 
 0.742 
 
 0.748 
 
 0.753 
 0.757 
 
 0,760 
 0.763 
 0,765 
 
 8, 7 20 4.5 
 
 57 
 34 
 
 11 
 
 47 
 24 
 
 9.3 
 8.3 
 
 2.1 
 
 50.8 
 35.1 
 
 Semi- 
 diumt'ter. 
 
 16 10,0 
 
 5 1 152 
 4 37 51 4 
 4 14 24.2 
 
 16 
 16 
 
 16 
 
 16 
 16 
 
 16 
 
 16 
 16 
 
 3 50 53.9 
 
 16 
 
 3 27 20.8 
 
 16 
 
 3 3 45.-' 
 
 16 
 
 2 40 7.6 
 
 '6 
 
 2 16 28.1 
 
 16 
 
 1 52 47.3 
 
 16 
 
 1 29 5.4 
 
 16 
 
 1 6 22.7 
 
 16 
 
 41 39.8 
 
 16 
 
 *S. 17 56.9 
 
 16 
 
 N 5 48.5 
 
 10 
 
 29 27.2 
 
 16 
 
 53 7.7 
 
 16 
 
 1 16 46.7 
 
 16 
 
 1 40 238 
 
 16 
 
 2 3 58.6 
 
 16 
 
 2 27 30.7 
 
 16 
 
 2 to 69,7 
 
 16 
 
 3 14 25.3 
 
 37 
 
 1 
 
 24 
 
 47.1 
 
 4.7 
 
 17.7 
 
 16 2.8 
 
 16 
 Ki 
 16 
 
 2.8 
 23 
 
 2.0 
 
 N. t 47 29.6 I 67.71 3 47.63 o 763 liN. 4 47 26.8 | 16 1.7 
 
 9.8 
 9.6 
 
 9.3 
 
 9.1 I 
 
 8.8 I 
 
 8.6 
 83 
 8 
 
 7.8 
 7.5 
 7,2 
 
 7.0 
 6,7 
 6,4 
 
 6,2 
 6 9 
 5.6 
 
 5.3 
 5.0 
 4.8 
 
 4.5 
 4.2 
 3.9 
 
 3.6 
 3.4' 
 3.1 
 
 Pase 
 XX 
 
 
 60 
 61 
 62 
 
 63 
 
 64 
 65 
 
 66 
 
 67 
 68 
 
 69 
 
 70 
 71 
 
 7'i 
 V3 
 74 
 
 75 
 76 
 77 
 
 78 
 79 
 80 
 
 81 i 
 
 82 
 
 83 
 
 84 
 85 
 80 
 
 87 , 
 88 
 89 
 90 
 
 91 
 
Elements from Ihr Nautical .^Imanac. 
 
 221 
 
 r 
 
 APRIL, I87G. 
 
 a 
 o 
 
 a 
 
 1 1 
 
 2 I 
 
 3 I 
 
 4 1 
 5 
 
 6 j 
 
 7 i 
 
 8 ! 
 
 10 I 
 
 11 I 
 
 12 I 
 
 13 
 
 14 i 
 
 15 ' 
 
 Ifl ' 
 17 
 
 18 
 
 19 i 
 
 20 I 
 
 21 I 
 
 22 ' 
 
 23 
 
 24 J 
 
 25 ' 
 2'i 
 27 
 
 28 
 
 29 
 30 
 
 3' 
 
 AT 
 
 APPARENT NOON. 
 
 IheSun'S. 
 
 Apparent 
 Dccliuation. 
 
 N. 
 
 4 47 29.5 
 
 5 10 32.0 
 
 5 33 28.9 
 
 6 56 19.8 
 6 19 4.4 
 G 41 42.4 
 
 7ar. 
 in 
 hour, 
 
 57.71 
 57.49 
 57.25 
 
 56.99 
 56.72 
 50.44 
 
 Eqiiiitionuf 
 
 Time in 
 be adled ti 
 
 subt. from 
 
 AppnretU 
 
 Time. 
 
 7 4 13.,-) 56,15 
 7 26 37.4| 55.84 
 7 48 53.8 55.52 
 
 8 11 
 8 33 
 
 8 54 
 
 2.4 
 
 2.8 
 
 54.8 
 
 55.19 
 54.84 
 54.48 
 
 9 16 38.0, 
 9 .38 12.1 1 
 
 9 50 36.81 53.33 
 
 54.11 
 53.73 
 
 10 20 51.8 
 10 41 56.6 
 
 11 2 51.01 52.04 
 
 52 9 1 
 52.48 
 
 11 
 11 
 12 
 
 12 
 12 
 13 
 
 13 
 13 
 14 
 
 14 
 14 
 14 
 
 23 34.6 51.59 
 
 44 7.1: 51.12 
 
 4 28.1 50.03 
 
 24 
 
 44 
 
 4 
 
 23 
 
 43 
 
 2 
 
 21 
 39 
 
 58 
 
 37.3 50.13 
 34.3 49.61 
 18.8i 49.08 
 
 ,h 
 
 50.41 48,54 
 
 8.8] 4. '.1)8 
 
 13.6 <'7.41 
 
 4.5i 40,82 
 
 41.2 46.22 
 
 3.2 45.61 
 
 N. 15 10 10.3 
 
 m s 
 3 47.63 
 3 29.60 
 3 11.69 
 
 53.92 
 36.30 
 18.87 
 
 1.64 
 44.63 
 27.88 
 
 I 
 
 55.19 
 39.30 
 
 11.39 
 
 23.74 
 8.52 
 
 0~'ci34' 
 
 20.82 I 0.595 
 34.91 I (,.570 
 48.60 I 0.561 
 
 ! 1.86 
 
 1 14.6!; 
 
 1 27.08 
 
 1 30.01 
 
 1 50.47 
 
 2 1.40 
 
 0.543 
 0.525 
 0.607 
 
 0,487 
 0.468 
 0.448 
 
 2 49.06 0.345 
 2 67.08 0.323 
 
 44.98 
 
 3 4,88 
 
 0,737 
 0.730 
 0.722 
 
 0.713 
 0.703 
 0.6U2 
 
 0.681 1 1 
 0.660 I, 
 0.656 I 
 
 9 16 37.7 
 9 38 12.0 
 
 9 59 36 9 
 
 10 20 52.1 
 
 10 41 57 1 
 
 11 2 51.7 
 
 16 58.5 
 15 58.2 
 
 15 57.9 
 
 15 
 15 
 
 67.6 
 67 4 
 
 15 57 1 
 
 2 
 
 2 
 
 2 
 
 11.97 
 
 21.98 
 3l.5'i 
 
 0.428 ' 
 
 o,-io7 ; 
 
 386 ; 
 
 2 
 
 40.53 
 
 0.366 
 
 11 
 
 12 
 
 12 
 12 
 13 
 
 13 
 13 
 H 
 
 14 
 14 
 14 
 
 23 35.5 
 
 44 8.' 
 
 4 29.3 
 
 15 
 15 
 
 56.8 
 56 6 
 15 56 3 
 
 24 
 
 44 
 
 4 
 
 23 
 43 
 
 2 
 
 21 
 39 
 
 58 
 
 38,7, 
 
 35.81 
 
 20 si 
 
 I 
 
 52.2 
 10.7 
 15.6 
 
 16 
 15 
 15 
 
 15 
 15 
 15 
 
 56 1 
 
 55.8 
 55 5 
 
 66 3 
 
 55 
 5:. 8 
 
 6.6 15 54.6 
 43.3^ 15 54.3 
 
 5.4 1 15 54 I 
 
 0.302 In. 15 16 12.0 15 63.9 
 
 Pap'! 
 AT MEAN 
 
 II. 
 
 NOON. 
 
 Thb Sun's. 
 
 Apparent 
 
 St^mi- 
 
 Declimition. 
 
 diameter. 
 
 ' 
 
 
 ' " i 
 
 N. 4 47 
 6 10 
 5 33 
 
 25.8 
 28.6 
 25.8 
 
 16 1.7 
 16 1.6 
 16 1.2 
 
 5 56 
 
 6 19 
 6 41 
 
 17.0 
 
 1.9 
 
 40.2 
 
 16 0.9 
 16 0.6 
 16 0.4 
 
 7 4 
 7 26 
 7 48 
 
 11.6 
 35.8 
 52.5 
 
 16 0.1 1 
 
 15 59.8 1 
 
 16 59.6 j 
 
 8 11 
 8 33 
 8 54 
 
 1.3 
 
 2.0 
 
 54.2 
 
 15 59.3 
 15 :>9 
 15 58 7 
 
 Pa'.'e 
 XX. 
 
 § 
 
 
 I o 
 
 911 
 9'} I 
 93 
 I 
 94j 
 96 
 96 
 
 97' 
 68 
 
 lOOi 
 
 101 
 
 10?| 
 
 108; 
 104 
 
 105 
 
 106 
 1071 
 108 
 
 109 
 
 110 
 I II 
 
 112 
 113 
 114 
 
 116, 
 116, 
 117j 
 
 11 at 
 
 I19j 
 1201 
 
 121 
 
a. 
 
 •>•)-) 
 
 Elements from the Nnuilcal Almanac. 
 
 MAY, 1870. 
 
 a 
 o 
 
 a 
 
 
 1 
 2 
 3 
 
 4 
 fi 
 6 
 
 7 
 8 
 9 
 
 10 
 11 
 12 
 
 13 
 14 
 
 in 
 
 16 
 
 17 
 18 
 
 10 
 20 
 21 
 
 22 
 23 
 24 
 
 26 
 26 
 27 
 
 20 
 30 
 31 
 
 32 
 
 Pagii I. 
 AT APPARENT NOON. 
 
 ; Pago II. 
 
 ' AT MEAN NOON. 
 
 The Sun's 
 
 Apparent 
 Declination. 
 
 N.15 
 15 
 16 
 
 16 
 34 
 51 
 
 103 
 
 2.2 
 
 38.6 
 
 Var. in 
 1 hour. 
 
 16 8 69.2 
 16 26 3.7 
 16 42 51 V 
 
 16 
 
 17 
 17 
 
 59 23.2 
 15 37.7 
 31 36.0 
 
 17 47 14.8 
 
 18 2 3K.9 
 18 17 41.0 
 
 44 98 
 44 34 
 43.69 
 
 43.02 
 42.34 
 41.66 
 
 40.96 
 40.25 
 39.52 
 
 38.79 
 38.05 
 3V.29 
 
 18 
 18 
 19 
 
 19 
 19 
 19 
 
 19 
 20 
 20 
 
 JO 
 20 
 20 
 
 21 
 21 
 21 
 
 31 
 
 21 
 21 
 22 
 
 32 
 
 46 
 
 1 
 
 26.7 36.62 
 
 538| 35.73 
 
 l.O: 34.94 
 
 14 51.0 
 28 20.6 
 41 30.4 
 
 34 14 
 33.32 
 32.49 
 
 64 20.3 31.66 
 
 6 49.8; 30.80 
 
 18 58.8 20.94 
 
 30 
 42 
 53 
 
 4 
 
 14 
 24 
 
 34 
 
 43 
 
 62 
 
 
 
 47.0 
 14.1 
 19.9 
 
 4.11 
 26.5 
 26.91 
 
 B.o| 
 20.6 
 13.6 
 43.7 
 
 N. 22 8 50.8 
 
 29.07 
 28.19 
 27.29 
 
 26.39 
 16 48 
 24.55 
 
 23.62 
 22.68 
 21.73 
 20.77 
 
 19.81 
 
 I 
 
 Equation of j 
 Time to be j 
 subtracted I 
 
 fromAppa- \ 
 rent Time. I 
 
 in 
 3 
 3 
 3 
 
 s 
 4.58 
 11.57 
 18.03 
 
 3 23.96 
 3 29 33 
 3 34.15 
 
 3 38.41 
 3 42.11 
 3 46.23 
 
 3 47.76 
 3 49.72 
 3 51.09 
 
 3 
 3 
 3 
 
 3 
 3 
 3 
 
 3 
 3 
 3 
 
 3 
 3 
 3 
 
 51.88 
 62.08 
 51.69 
 
 60,72 
 49.17 
 47.05 
 
 •i4.36 
 41.10 
 37.28 
 
 32.91 
 28.01 
 22.60 
 
 3 16.68 
 
 3 10.29 
 
 3 3.43 
 
 2 66.12 
 
 2 48.38 
 
 2 40.23 
 
 2 31.67 
 
 2 12.73 
 
 Var. in 
 I hour. 
 
 The SnNH. 
 
 .,< fifiartnl 
 \ D(!cli nation, 
 
 B 
 
 0.302 
 0.280 
 0.268 
 
 0.235 
 0.212 
 0.189 
 
 0.166 
 0.142 
 0.118 
 
 0.094 
 0.069 
 0.046 
 
 0.021 
 0.004 
 0.028 
 
 0.062 
 0.076 j 
 0.100 : 
 
 0.124 
 0.148 
 .1,171 
 
 0.193 
 0.216 
 236 
 
 0.260 
 0.276 
 0.295 
 
 0.314 
 0.331 
 0.348 
 0.365 
 
 15 
 
 IG 
 
 126 
 
 15 
 
 34 
 
 4.6 
 
 16 
 
 51 
 
 41.0 
 
 '. 9 1.6 
 !- 6.1 
 i.v 42 54.2 
 
 I Semi- 
 I diamel»ir. 
 
 16 53.9 
 U> 53.7 
 15 53.4 
 
 15 53.2 
 15 53.0 
 
 Page 
 XX 
 
 
 121 
 122 
 123 
 
 124 
 125 
 
 15 62.8 1 1 126 
 
 16 
 
 59 
 
 26.6 
 
 16 
 
 62.6 
 
 17 
 
 15 
 
 40.1 
 
 15 
 
 62.3 
 
 17 
 
 31 
 
 37.6 
 
 15 
 
 62.1 
 
 17 
 
 47 
 
 17.3 
 
 15 
 
 51.9 
 
 18 
 
 2 
 
 39.3 
 
 15 
 
 51.7 
 
 18 
 
 17 
 
 43.4 
 
 16 
 
 61.6 
 
 18 
 
 32 
 
 29.0 
 
 15 
 
 61.3 
 
 18 
 
 46 
 
 56.1 
 
 16 
 
 51.1 
 
 19 
 
 4 
 
 1.2 
 
 15 
 
 60.9 
 
 II 
 
 19 14 53.2 
 19 28 22.7 
 19 41 32.6 
 
 19 
 20 
 20 
 
 20 
 20 
 20 
 
 21 
 21 
 21 
 
 21 
 21 
 21 
 22 
 
 54 
 
 
 
 19 
 
 30 
 42 
 63 
 
 4 
 
 14 
 24 
 
 34 
 
 43 
 
 62 
 
 
 
 22.; . '■ 
 
 5' r . 
 
 48.7 j 15 
 
 15.8J 15 
 
 21.5^ 15 
 
 6.6 
 27.9 
 28.2 
 
 0.2 
 
 14 5 
 
 16 60.7 
 15 60.5 
 '5 50.3 
 
 >'■ .-•'.1 
 
 . on 
 49.r, 
 
 49.4 
 49.2 
 
 49.0 
 4H.9 
 4a. 7 
 
 16 
 15 
 15 
 
 15 48.6. 
 
 15 48,5 
 
 16 48.3 
 15 48.2 
 
 0.380 N.22 8 51 6; IB 48.1 
 
 127, 
 128! 
 129 
 
 130 
 131 
 132 
 
 133 
 134 
 
 135| 
 
 ! 
 
 136J 
 
 137{ 
 138 
 
 139' 
 140 
 141 
 
 142 
 143 
 144 
 
 146 
 140 
 147 
 
 148 
 
 I 149 
 
 180 
 
 161 
 
 I62i 
 
Elements from the Nautical .'livanac. 
 
 223 
 
 Page 
 XX 
 
 41 
 
 •s 
 
 IS"'"- 
 
 122 
 123 
 
 126 
 
 127| 
 128! 
 129| 
 
 130 
 131i 
 132 
 
 136 
 137 
 138 
 
 139 
 14(1 
 Ul 
 
 142 
 143 
 144 
 
 14S 
 146 
 147i 
 
 148 1 
 
 ue 
 
 180| 
 161i 
 
 i62i 
 
 JUNK, 187G. 
 
 o 
 
 a 
 
 1 
 
 Pajre I. 
 AT APPARENT NOON. 
 
 ; 
 
 AT 
 
 Pago II. 
 MEAN NOON. 
 
 I';t,> 
 
 XX. 
 
 1 
 1 
 
 Thb Sum's 
 
 Equation 
 of Time 
 
 to he 
 
 
 
 Thh Sun's. 
 
 >^ 
 
 O 
 
 1 
 
 
 
 subi.from 
 
 Ver. in 
 1 hour. 
 
 
 
 
 
 ; Apparent 
 \ Declination. 
 
 Var. in 
 1 hour. 
 
 Apparent 
 Declination. 
 
 1 
 
 Semi- 
 diameter. 
 
 -»j 
 
 1 
 
 added to 
 Ap)>arent 
 
 O 
 
 
 1 . -.. . 
 
 
 
 
 
 Time. 
 
 
 
 
 
 Q 
 
 
 ' f 
 
 tt 
 
 m B 
 
 8 
 
 O 
 
 ' '( 
 
 / It 
 
 
 1 
 
 |N.22 
 
 8 50.8 
 
 19.81 
 
 2 22.73 
 
 0.380 
 
 N.22 
 
 8 51.6 
 
 i5 48.1 
 
 I 162 
 
 2 
 
 22 
 
 16 34.7 
 
 18.84 
 
 2 13.41 
 
 0.396 
 
 22 
 
 16 35.4 
 
 15 47.9 
 
 153 
 
 3 
 
 22 
 
 23 56.3 
 
 17.87 
 
 2 3.73 
 
 0.411 
 
 22 
 
 23 50.0 
 
 15 47.8 
 
 154 
 
 4 
 
 i 22 
 
 30 52.5 
 
 16.89 
 
 I 53.71 
 
 0.425 
 
 22 
 
 30 53 1 
 
 16 47.7 
 
 165 
 
 5 
 
 22 
 
 37 26.1 
 
 15.90 
 
 1 43.35 
 
 0.438 
 
 , 22 
 
 37 26 6 
 
 15 47.6 
 
 156 
 
 6 
 
 22 
 
 43 35.9 
 
 14.91 
 
 1 32.68 
 
 0.451 1 
 
 22 
 
 43 36.3 
 
 15 47.5 
 
 157 
 
 7 
 
 22 
 
 49 21.9 
 
 13.92 
 
 1 21.71 
 
 0.463 ! 
 
 22 
 
 49 22.2 
 
 16 47.4 
 
 158 
 
 , 8 
 
 22 
 
 54 44.0 
 
 12.92 
 
 1 10.45 
 
 0.475 1 
 
 22 
 
 54 44.2 
 
 15 47.2 
 
 l.';9 
 
 9 
 
 22 
 
 69 42.0 
 
 11.91 
 
 58.93 
 
 0.485 1 
 
 22 
 
 59 42 1 
 
 15 47.1 
 
 160 
 
 10 
 
 23 
 
 4 15.7 
 
 10.90 
 
 47.17 
 
 0.496 • 
 
 23 
 
 4 15.9 
 
 15 47.0 
 
 161 
 
 11 
 
 23 
 
 8 25.2 
 
 9.89 
 
 36.17 
 
 0.604 . 
 
 23 
 
 8 25.3 
 
 15 46 9 
 
 : 162 
 
 12 
 
 23 
 
 12 10.3 
 
 8.87 
 
 22.96 
 
 0.512 
 
 23 
 
 12 10.4 
 
 15 46.8 
 
 163 
 
 13 1 
 
 ' 23 
 
 IS 30.9 
 
 7.85 
 
 t 
 
 10.67 1 
 
 0.620 
 
 23 
 
 15 31.0 
 
 16 46.7 
 
 164 
 
 14 i 
 
 23 
 
 18 27.0 
 
 6.82 
 
 d ~1.99~ 
 
 526 ■ 
 
 28 
 
 18 27.(. 
 
 15 46.7 
 
 1 65 
 
 15 
 
 23 
 
 20 58.4 
 
 5.79 
 
 14.69 
 
 1 
 
 0.532 
 
 23 
 
 20 58.4 
 
 15 46.6 1 
 
 1 
 
 166 
 
 16 
 
 23 
 
 23 5.1 
 
 4.76 
 
 27.52 \ 
 
 0.537 , 
 
 23 
 
 23 5.1 
 
 15 46.^ i 
 
 167 
 
 17 
 
 23 
 
 24 47.0 
 
 3.73 
 
 40.46 
 
 0.541 
 
 23 
 
 24 47.0 
 
 15 46.4 
 
 168 
 
 18 
 
 23 
 
 26 4.1 
 
 2.70 
 
 1 
 
 53.48 
 
 0.543 1 
 
 23 
 
 26 4 1 
 
 15 AC 4 
 
 169 
 
 19 
 
 23 
 
 26 56.4 
 
 1.66 '. 
 
 1 6.55 ' 
 
 0.545 
 
 J3 
 
 26 .^6 4 
 
 15 46 3 
 
 170 
 
 20 
 
 23 
 
 27 23.9 
 
 0.63 
 
 I 19.65 
 
 546 ; 
 
 23 
 
 27 23 9 
 
 15 46 2 
 
 171 
 
 21 
 
 23 
 
 27 26 6 
 
 0.41 
 
 1 32 75 
 
 0.545 \ 
 
 23 
 
 27 26.5 
 
 16. 46.2 
 
 172 
 
 22 
 
 23 
 
 27 k2 
 
 1.44 
 
 1 45.H2 
 
 0.5 i3 
 
 23 
 
 27 4.3' 
 
 15 46.1 
 
 173 
 
 23 
 
 23 
 
 26 17.1 
 
 2.48 1 
 
 1 58 82 
 
 0.540 
 
 23 
 
 26 17.2, 
 
 15 46.1 
 
 17: 
 
 24 
 
 23 
 
 25 5.2 
 
 3.51 ! 
 
 1 
 
 2 11.72 
 
 0.535 
 
 23 
 
 25 5 4 
 
 16 <6 I ' 
 
 175 
 
 25 
 
 23 
 
 23 2D.0 
 
 4.64 
 
 2 24.60 
 
 0.629 
 
 23 
 
 23 28.8 
 
 15 46.0 
 
 iTi; 
 
 2C 
 
 23 
 
 21 27.'^ 
 
 fl.67 
 
 2 37.13 
 
 0.523 
 
 23 
 
 21 27.5 
 
 15 46 
 
 1 V (• 
 
 27 ' 
 
 23 
 
 19 , ;,.2 
 
 6.69 
 
 2 49.59 
 
 0.515 \ 
 
 23 
 
 19 1.5 
 
 15 4'J ■ 
 
 178 
 
 28 
 
 23 
 
 10 10,7 
 
 7.61 ! 
 
 3 1.84 ; 
 3 13.87 
 
 0.506 i 
 0.496 1' 
 
 23 
 23 
 
 16 11.0 
 12 5)!.l 
 
 15 46.0 
 15 46.0 1 
 
 179 
 
 2!) 
 
 23 
 
 12 65.7 
 
 8.64 1 
 
 180 
 
 30 ! 
 
 23 
 
 9 16 
 
 9.65 
 
 3 25.67 
 
 0..1H8 1 
 
 23 
 
 9 16.8 
 
 15 40.') ' 
 
 181 
 
 31 
 
 N.23 
 
 B 12.5 
 
 10.66 
 
 3 37.20 
 
 0.475 
 
 N, 23 
 
 5 13.2 
 
 - ! 
 
 11 I'.'.f 
 
 182 
 
224 
 
 Elements from the Nduiical Almanac. 
 
 «!l'l 
 
 Day of the month. ' 
 
 
 JULY, 
 
 1870. 
 
 
 
 
 
 
 Page I. 
 AT APPARENT NOON. 
 
 AT 
 
 Page II. 
 
 mj:an noon. 
 
 aj i 
 
 ■a j 
 
 o 
 
 Thb Sun's. 
 
 Equation 
 of Time 
 
 to be ttdded 
 
 to Apparent 
 
 Time. 
 
 Var 
 in 
 1 liour. 
 
 B i 
 
 Thb (^un's. 
 
 Apparent 
 Declination. 
 
 Var. 
 
 in 
 
 1 hour. 
 
 Apparent 
 Declination. 
 
 Semi- 
 diameter- 
 
 1 
 
 o /• 
 
 ' ' 
 
 m 8 
 
 «> / '■ 
 
 , 
 
 '/ 
 
 \ 1 
 
 N.23 5 12.5 
 
 10.66 
 
 3 37. ?0 
 
 0.475 ! 
 
 N.23 
 
 5 13.2 
 
 15 
 
 46 
 
 182 
 
 1 2 
 
 23 44.7 
 
 11.66 
 
 3 48 46 
 
 0.463 
 
 23 
 
 45.4 
 
 15 
 
 46 
 
 183 
 
 ■ 3 
 
 22 65 52.8 
 
 12.66 
 
 3 59.42 
 
 0.450 
 
 22 
 
 55 53.6 
 
 16 
 
 46.0 
 
 184 
 
 4 
 
 23 50 37 
 
 13.65 
 
 4 10.06 
 
 0.436 
 
 22 
 
 50 38.0 
 
 15 
 
 46 
 
 ; 185 
 
 6 
 
 22 44 57.4 
 
 14.64 
 
 4 20.37 
 
 0.422 
 
 22 
 
 44 58.5 
 
 15 
 
 46.0 
 
 186 
 
 6 
 
 22 38 54.2 
 
 16.62 
 
 4 30.34 
 
 0.407 
 
 22 
 
 38 55.3 
 
 16 
 
 46.0 
 
 187 
 
 7 
 
 22 32 27 5 
 
 16.60 
 
 4 39.93 
 
 0.392 
 
 22 
 
 32 28.7 
 
 15 
 
 46.0 
 
 188 
 
 8 
 
 22 25 37 4 
 
 17.57 
 
 4 49.14 
 
 0.376 
 
 22 
 
 26 38.8 
 
 15 
 
 46 
 
 189 
 
 9 
 
 22 18 24 1 
 
 18.54 
 
 4 57.96 
 
 359 
 
 22 
 
 18 25.6 
 
 15 
 
 46.1 
 
 190 
 
 10 
 
 22 10 47.7 
 
 19.49 
 
 6 6.37 
 
 0.342 
 
 22 
 
 10 49.4 
 
 15 
 
 46 1 
 
 191 
 
 11 
 
 22 2 48.5 
 
 20.44 
 
 6 14.36 
 
 0.324 
 
 22 
 
 2 50.3 
 
 15 
 
 46.1 
 
 192 
 
 12 
 
 21 54 26.5 
 
 1 
 
 21.39 
 
 5 21.91 
 
 0.305 
 
 21 
 
 64 28.4 
 
 13 
 
 46.2 
 
 193 
 
 13 
 
 21 46 41.9 
 
 22.32 
 
 5 29.01 
 
 0,286 
 
 n 
 
 45 44.0 
 
 16 
 
 46,2 
 
 194 
 
 14 
 
 21 36 35.0 
 
 23.25 
 
 6 35 65 
 
 0.2C7 
 
 21 
 
 :!(i 37.2 
 
 15 
 
 46.3 
 
 195 
 
 15 
 
 21 27 5.9 
 
 24.17 
 
 5 41.82 
 
 0.247 
 
 21 
 
 27 8.2 
 
 15 
 
 46,3 I 
 
 196 
 
 16 
 
 21 17 14.8 
 
 25.08 
 
 5 47.51 
 
 0.227 
 
 1 21 
 
 17 17.2 
 
 15 
 
 46.4 
 
 197 
 
 n 
 
 ! 21 7 19 
 
 25.99 
 
 5 52.71 
 
 0.206 
 
 , 21 
 
 7 4.6 
 
 15 
 
 46 4 
 
 198 
 
 18 
 
 20 66 27.5 
 
 26,88 
 
 5 67.39 
 
 0.184 
 
 20 
 
 66 3fi.2 
 
 16 
 
 46.5 
 
 199 
 
 1 
 
 19 
 
 20 46 31 8 
 
 27.76 
 
 6 1.65 
 
 0.162 
 
 20 
 
 45 34.6 
 
 15 
 
 46 6 
 
 1 
 
 1 200 
 
 20 
 
 20 34 15 1 
 
 28.63 
 
 6 5.10 
 
 139 
 
 20 
 
 34 18.0 
 
 15 
 
 46.6 
 
 201 
 
 21 
 
 20 22 37.5 
 
 29 .;. 
 
 5 8.22 
 
 116 
 
 20 
 
 22 40 6 
 
 15 
 
 46.7 
 
 202 
 
 22 
 
 20 ^0 39.4 
 
 30.34 
 
 6 in. 7 1 
 
 0.092 
 
 20 
 
 r 42 6 
 
 16 
 
 46.8 ' 
 
 203 
 
 23 
 
 19 58 21.1 
 
 31.18 
 
 6 12 61 
 
 0.067 
 
 19 
 
 58 ^4 4 
 
 15 
 
 46 9 ! 
 
 ' 204 
 
 24 
 
 18 45 42.9 
 
 32.00 
 
 1 
 
 fi 13.91 ^ 
 
 0.042 
 
 19 
 
 45 46 2 
 
 16 
 
 47 : 
 
 ! 205 
 
 35 
 
 i 19 32 44 9 
 
 32.82 : 
 
 6 14.61 
 
 0.010 
 
 19 
 
 32 48.3 
 
 15 
 
 47.1 ; 
 
 200 
 
 36 
 
 1 19 19 275' 
 
 33.63 ' 
 
 6 14.70 
 
 O.OOfl 
 
 IB 
 
 19 31 '• 
 
 15 
 
 47 2 ! 
 
 257 
 
 37 
 
 19 5 50.9 
 
 34.42 
 
 fi 14.18 
 
 0.035 
 
 10 
 
 6 84 5 
 
 15 
 
 47.3 
 
 208 
 
 28 
 
 18 51 55.5 
 
 35.20 
 
 6 13.04 
 
 0.(.60 
 
 18 
 
 51 59.2 
 
 16 
 
 47.4 
 
 209 
 
 29 
 
 18 37 41.5 
 
 35.06 
 
 6 11.28 
 
 0.086 
 
 18 
 
 37 46 3 
 
 15 
 
 47.5 
 
 210 
 
 30 ' 
 
 18 23 9.3 
 
 30.72 
 
 8.90 I 
 
 0.112 
 
 18 
 
 23 13 1 
 
 15 
 
 47 7 
 
 211 
 
 81 
 
 18 8 19.1 1 37.46 
 
 6 91 ' 
 
 0.137 
 
 18 
 
 l« 22 9 
 
 15 
 
 47.8 
 
 212i 
 
 32 
 
 N. 17 53 11.1 
 
 1 
 
 38 20 : 
 
 1 
 
 6 2.30 j 
 
 1<?3 1 
 
 N 17 
 
 53 16.0 
 
 16 
 
 47.9 
 
 t 
 211i 
 
Elements of llv Nautical Miiitdiac. 
 
 1^ 1^0 
 
 AUGUST 1876. 
 
 o 
 o 
 
 <u 
 
 « 
 Q 
 
 1 
 2 
 3 
 
 4 
 
 5 i 
 6 
 
 7 
 8 
 9 
 
 10 
 11 
 12 
 
 13 
 14 
 15 
 
 16 
 
 17 
 18 
 
 19 
 
 20 
 21 
 
 I 
 22 
 23 
 24 
 
 I 25 
 I 26 
 
 : ^^ 
 
 I 28 
 
 I 2U 
 
 ! 30 
 
 31 
 
 32 
 
 Page I. 
 AT APPARENT NOON. 
 
 Thb Son's 
 
 I 
 
 .\pfiarent 
 Diclinatlon. 
 
 N 
 
 Var. 
 
 in 
 
 I hour. 
 
 "I 
 
 16 
 15 
 14 
 
 14 
 14 
 13 
 
 24 
 6 
 
 48 
 
 30 
 11 
 52 
 
 29 6 
 40.1 
 36.0, 
 
 17.5 
 45.1 j 
 50.0 
 
 44.25 
 44.87 
 45.47 
 
 46, 
 46, 
 
 47, 
 
 13 33 59.4 47, 
 13 14 46.9i 48, 
 12 65 21.7 48, 
 
 I 
 
 12 
 12 
 11 
 
 11 
 11 
 10 
 
 10 
 
 10 
 
 
 
 44.11 
 
 54.5 
 53.3 
 
 49 
 49 
 50 
 
 33 
 
 13 
 52 
 
 Equation of 
 
 Time to le 
 
 acLled to 
 
 17 
 
 53 11.1 
 
 38.20 ! 
 
 17 
 
 37 45 7 
 
 38.91 
 
 17 
 
 22 33 
 
 39.62 
 
 17 
 
 6 39 
 
 40.32 ; 
 
 16 
 
 49 48 
 
 41.00 1 
 
 16 
 
 33 15.8 
 
 41.68 1 
 
 1 
 
 16 
 
 16 27.6 
 
 42.34 
 
 15 
 
 59 23.7 
 
 42.99 
 
 15 
 
 42 4 2 
 
 43.63 
 
 06 
 64 
 20 
 
 76 
 29 
 81 
 
 32 
 81 
 ,29 
 
 35 40 81 60.75 
 15 17.3 51.20 
 64 43 1 61.04 
 
 58.7 62.00 
 4.4 52.46 
 4 52.86 
 
 9 30 47.0 53;24 
 9 9 24.7 53.01 
 8 47 53.8' 53.96 
 « 2« 14.4 54.31 
 
 « bt. from 
 
 Apfiireni 
 
 Time. 
 
 in 8 
 6 2.30 
 5 58.07 
 5 53 23 
 
 5 47.79 I 
 5 41.74 
 5 35.10 
 
 N « 4 27 
 
 64.64 
 
 27.87 
 20 06 
 11.69 
 
 2.75 
 r>3 27 
 43.24 
 
 4 
 
 4 
 
 4 10.03 
 
 Var. 
 
 .in 
 
 1 hour. 
 
 0.163 
 0.189 
 0.214 
 
 0.239 
 0.264 
 0.289 
 
 0.313 
 0.337 
 0.361 
 
 0.?,84 
 0.406 
 0.428 
 
 32.69 0.450 
 21.62 0.472 
 
 3 67,94 
 3 45 35 
 3 32.26 
 
 3 18.68 
 3 4.62 
 2 50.09 
 
 2 35.0!) 
 2 19.64 
 2 3.76 
 
 1 47.43 
 1 30.71 
 I 13,.')8 
 
 17.46 
 
 0.493 
 
 0.514 
 0.535 
 0.556 
 
 0.676 
 0.596 
 0.615 
 
 0.634 
 0.653 
 0.671 
 
 0.688 
 0.705 
 0.722 
 
 56,07 0.737 
 
 38.19' 0.752 
 
 19.97 I 0.766 
 
 J. 4 1 0.780 
 
 0.793 
 
 Page II 
 AT MEAN MOON 
 
 Thb Sum's. 
 
 Apfinrrnt 
 Dtclinatioi 
 
 St-mi- 
 diameJer. 
 
 N.17 53 15.0 16 47.9 
 17 37 4-9.6' 15 48.1 
 17 22 7.2, 15 48.3 
 
 17 6 
 16 49 
 16 33 
 
 16 
 15 
 15 
 
 15 
 15 
 14 
 
 16 
 59 
 42 
 
 24 
 
 6 
 
 48 
 
 7.8 1 
 
 51.9 1 
 
 19.7 1 
 
 31.5 1 
 
 27.5 1 
 
 8.0 1 
 
 5 48.3 
 5 48.5 
 5 48.6 
 
 33.3 1! 
 43.8 1; 
 
 > 
 5 
 39.6 15 
 
 48.8 
 48.9 
 49.1 
 
 49.3 
 49.4 
 4^6 
 
 14 30 21.0 16 49.7 
 
 14 11 48.5 15 49.9 
 
 13 53 2.2 15 50.1 
 
 13 34 2.61 15 50.3 
 
 13 14 49.9 15 50.4 
 
 12 55 24.6 15 50.6 
 
 12 35 43.0 15 
 11 15 19.3 
 10 54 44.9 
 
 10 34 
 
 10 13 
 
 9 52 
 
 0.3 
 5.7 
 1.4 
 
 9 30 47.9 
 
 9 9 25.3 
 
 8 47 54.1 
 
 8 26 14.4 
 
 N. H 4 26.8 
 
 15 52.1 
 1 5 52 3 
 15 52.5 
 
 15 
 15 
 15 
 15 
 
 52.8 
 53.0 
 53,2 
 53.4 
 
 Pise 
 XX 
 
 
 213 
 
 214 
 215 
 
 216 
 217 
 218 
 
 219 
 220 
 221 
 
 222 
 223 
 224 
 
 226 
 
 226 
 227 
 
 228 
 229 
 230 
 
 12 35 46.8 15 50.8 j| 
 12 15 57.1 15 51.0 l! 
 11 65 56.7 16 51.2 I 
 
 )1.4 
 15 51.6 I 
 
 15 51 -9 :i 
 
 15 63.7 
 
 231 
 232 
 233 
 
 234 
 236 
 236 
 
 237 
 238 
 239 
 
 240, 
 241 
 242 
 243 
 
 244 
 
 u 
 
220 
 
 Elements from the Nautical Almanac. 
 
 ' ,1' 
 
 111 
 
 1 ' 
 
 M 
 
 |Mk 
 
 p "'1 
 
 
 
 SEPTEMBER, 1876. 
 
 
 
 1 
 
 f 
 
 Page I. 
 AT APPARENT NOON. 
 
 Page II. 
 AT MEAN NOON. 
 
 XX. 
 
 244 
 245 
 246 
 
 a 
 1 
 
 Thb Sun's. 
 
 Equation of 
 Time to be 
 mbslracted 
 
 from Appa- 
 rent Time. 
 
 Var. 
 
 in 
 
 1 hour. 
 
 Thb 8u.n'8 
 
 1 
 
 Apparent 
 Declination. 
 
 Var. 
 
 in 
 
 1 hour. 
 
 Apparent 
 Declination. 
 
 1 
 
 Semi- 
 diameter. 
 
 1 
 
 2 
 3 
 
 N. 8 4 27.0 
 7 42 31.9 
 7 20 29.4 
 
 rt 
 
 54.64 
 54.95 
 55.25 
 
 m 8 
 17.46 
 36.63 
 66.08 
 
 0.793 
 0.805 
 0.816 
 
 g / // 
 
 N. 8 4 26.8 
 7 42 31.4 
 7 20 28.6 
 
 16 53.7 
 16 63.9 
 15 54.2 
 
 4 
 5 I 
 
 6 
 
 6 58 19.7 
 6 36 3.2 
 6 13 40.1 
 
 55.55 
 55.83 
 56.09 
 
 1 16.77 
 1 35.70 
 1 66.84 
 
 0.826 
 0.835 
 0.843 
 
 6 68 18.5 
 6 36 1.7 
 6 13 38.2 
 
 15 54.4 
 15 54.6 
 15 54.9 
 
 247 
 248 
 249 
 
 1 
 7 
 8 
 9 
 
 5 51 10.7 
 5 28 35.3 
 5 5 54.3 
 
 56 35 
 56.59 
 56.82 
 
 2 16.16 
 2 36.65 
 2 57.29 
 
 0.850 
 0.857 
 0.862 
 
 6 61 8.6 
 
 5 28 32.9 
 
 6 5 61.5 
 
 15 56.1 
 15 65.4 
 15 66.6 
 
 250 
 251 
 252 
 
 10 , 
 
 11 
 
 12 
 
 4 43 7.9 
 
 % 4 20 16.5 
 
 3 57 20.3 
 
 57.04 
 57.24 
 57.43 
 
 3 18.04 
 3 38.89 
 3 69.83 
 
 0.867 
 0.871 
 0.874 
 
 4 43 4.8 
 4 20 13.0 
 3 67 16.5 
 
 16 56.9 
 15 56.1 
 15 60.4 
 
 253 
 254 
 255 
 
 13 
 
 14 
 15 
 
 3 34 19.8 
 3 11 15.3 
 2 48 7.1 
 
 67.60 
 57.76 
 57.91 
 
 4 20.84 
 4 41.89 
 6 2.98 
 
 0.876 
 0.878 
 0.879 
 
 3 34 16.7 
 3 11 10.8 
 2 48 2.2 
 
 16 56.6 
 16 56.9 
 15 57.1 
 
 256 
 257 
 258 
 
 16 
 
 17 
 18 
 
 2 24 55.6 
 2 I 41.2 
 1 38 24.2 
 
 58.04 
 58.15 
 58.26 
 
 'i 24.09 
 6 45.19 
 6 6.28 
 
 0.879 
 0.879 
 0.878 
 
 2 24 50.4 
 2 1 36.6 
 1 ^8 18.3 
 
 16 67.4 
 16 57.6 
 15 67.9 
 
 269 
 260 
 261 
 
 19 
 20 
 21 
 
 1 15 5.0 
 51 44.0 
 28 21.4 
 
 58.34 
 58.41 
 58.46 
 
 6 27.33 
 
 6 48.33 
 
 7 9.20 
 
 0.876 
 0.874 
 0.870 
 
 1 14 68.7 
 61 37.3 
 28 14.6 
 
 15 68.2 
 
 16 58.4 
 15 68.7 
 
 262 
 263 
 264 
 
 22 
 23 
 24 
 
 N. 4 67.8 
 
 8. 18 26.6 
 
 41 61.4 
 
 58.50 
 58.53 
 68.64 
 
 7 30.10 
 
 7 50.84 
 
 8 11.45 
 
 0.866 
 0.861 
 0.856 
 
 N. 4 60.5 
 
 8. 18 34.3 
 
 41 69.4 
 
 16 59.0 
 15 59.3 
 15 59.5 
 
 265 
 
 266 
 26V 
 
 26 
 
 26 
 27 
 
 [ 1 5 16.3 
 ! 1 28 40.9 
 • 1 52 4.8 
 
 58.53 
 58,51 
 58.48 
 
 8 31.92 
 
 8 62.22 
 
 9 12.34 
 
 0.849 
 0.842 
 0.834 
 
 1 6 24.6 
 1 28 49.6 
 1 62 13.8 
 
 16 69.8 
 16 0.1 
 16 0.4 
 
 268 
 269 
 270 
 
 28 
 29 
 30 
 
 2 16 27.8 
 
 2 38 49.4 
 
 3 2 9.4 
 
 58.43 
 68.37 
 68.29 
 
 32.26 
 
 9 51.95 
 
 10 11.40 
 
 0.825 
 0.815 
 0.806 
 
 2 15 37.1 
 
 2 38 69.0 
 
 3 2 19.3 
 
 16 0.7 
 16 1.0 
 16 1.2 
 
 271 
 272 
 273 
 
 31 
 
 8. 3 25 27.4 
 
 i 
 
 •8.20 
 
 10 30.67 
 
 0.703 
 
 8. 3 26 37.6 
 
 16 1.6 
 
 274 
 
Elements from the Nautical Almanac. 
 
 227 
 
 OGTOBEH, 1876. 
 
 a 
 o 
 
 a 
 « 
 
 o 
 
 Page I. 
 AT APPARENT NOON. 
 
 Thb Sun's. 
 
 1 I 
 
 2 
 
 3 
 
 4 
 5 
 6 
 
 8 
 9 
 
 10 
 11 
 12 
 
 13 
 
 14 
 15 
 
 16 
 17 
 18 
 
 19 
 20 
 21 
 
 22 
 23 
 24 
 
 26 
 26 
 27 
 
 28 
 29 
 30 
 31 
 
 32 
 
 Apparent 
 Declination. 
 
 Var. 
 
 in 
 
 1 hour. 
 
 S. 
 
 3 26 27.41 
 
 3 48 43.1 
 
 4 11 56.1 
 
 4 35 
 
 4 58 
 
 5 21 
 
 6.1 
 12.9 
 16.0 
 
 5 44 15.2 
 
 6 7 10.1 
 6 30 0.4 
 
 6 62 45.6 
 
 7 15 26.4 
 
 7 37 59.5 
 
 8 27.3 
 8 22 48.6 
 8 45 2.8 
 
 88.20 
 68.10 
 57.98 
 
 57.85 
 57.70 
 57.55 
 
 57.38 
 67.19 
 66.99 
 
 56.77 
 56.54 
 56.29 
 
 Equation of 
 Time to be 
 tubtraeted 
 
 from 
 
 Apparent 
 
 Time. 
 
 m 8 
 
 10 30.57 
 
 10 49 45 
 
 11 8.02 
 
 11 26.24 
 
 11 44.09 
 
 12 1.55 
 
 12 18.69 
 12 35.19 
 
 12 51.34 
 
 13 7.01 
 13 22.18 
 13 36.84 
 
 9 
 
 7 
 
 9.6 
 
 55.12 
 
 9 
 
 29 
 
 8.6 
 
 54.78 
 
 9 
 
 50 
 
 59.3 
 
 64.43 
 
 10 
 
 12 
 
 41.4 
 
 54.06 
 
 10 
 
 34 
 
 14.4 
 
 53.68 
 
 10 
 
 65 
 
 38 
 
 63.28 
 
 11 
 
 16 
 
 51.7 
 
 52.86 
 
 11 
 
 37 
 
 55.1 
 
 C2.42 
 
 11 
 
 58 
 
 47.8 
 
 51.97 
 
 12 
 
 19 
 
 29.4 
 
 51.49 
 
 12 
 
 39 
 
 59.6 
 
 51.01 
 
 13 
 
 
 
 17.7 
 
 50.60 
 
 13 
 
 20 
 
 23.6 
 
 49.98 
 
 13 
 
 40 
 
 1G.9 
 
 49.45 
 
 13 
 
 69 
 
 57.1 
 
 48.89 
 
 8. 14 38 36.7 
 
 48.32 
 
 16 
 16 
 16 
 i6 
 
 Var. 
 
 in 
 
 1 hour. 
 
 66.02 13 50.97 
 55.74 I 14 4.54 
 55.44 14 17.55 
 
 14 29.98 
 14 41.82 
 
 14 63.06 
 
 15 3.66 
 
 16 13.63 
 
 15 22.96 
 
 16 31.63 
 16 39.62 
 15 46.93 
 
 15 63.55 
 
 15 59.46 
 
 16 4.65 
 
 9.10 
 12.81 
 15.75 
 17.92 
 
 AT 
 
 Page II. 
 MEA^ NOON. 
 
 Tmt Sun's. 
 
 Apnarent 
 Declination. 
 
 47.74 16 19.29 0,040 
 
 8 
 
 0.793 
 0.780 
 766 
 
 0.761 
 0.736 
 0.719 
 
 701 
 0.682 
 0.663 
 
 0.643 
 0.622 
 0.600 
 
 0.577 
 0.564 
 0.530 
 
 0..506 
 0.481 
 0.455 
 
 0.429 
 0402 
 0.375 
 
 0.347 
 0.319 
 290 
 
 0.261 
 0.231 
 0.201 II 
 
 0.170 
 0.139 
 0.107 
 0.074 
 
 S. 
 
 3 25 37.6 
 
 3 48 53.5 
 
 4 12 6.8 
 
 4 35 17.2 
 4 58 24.2 
 6 21 27.6 
 
 Semi- 
 diameter. 
 
 5 44 
 
 6 7 
 6 30 
 
 52 
 15 
 38 
 
 
 23 
 
 27.0 
 22.1 
 12.6 
 
 58.0 
 38.0 
 12.3 
 
 40.3 
 1 6 
 
 8 46 16.0 
 
 9 7 22.9 
 9 29 22.0 
 9 51 12.8 
 
 16 
 
 16 
 16 
 
 16 
 16 
 16 
 
 16 
 16 
 16 
 
 16 
 16 
 16 
 
 16 
 
 16 
 
 1.5 
 1.8 
 2.1 
 
 2.3 
 2.6 
 2.9 
 
 3.2 
 3.5 
 3.7 
 
 4.0 
 4.3 
 1.5 
 
 4.8 
 6.1 
 
 16 6.3 
 
 10 
 10 
 
 12 
 34 
 
 55.0 
 28.1 
 
 16 
 16 
 16 
 
 16 
 16 
 
 11 17 5.4] 16 
 11 38 8.8 15 
 11 59 1.5 16 
 
 12 
 
 19 
 
 43.1 
 
 10 
 
 12 
 
 40 
 
 13 1 
 
 16 
 
 13 
 
 
 
 31.2 
 
 16 
 
 13 
 
 20 
 
 37.1 
 
 10 
 
 13 
 
 40 
 
 30.2 
 
 16 
 
 14 
 
 
 
 10.3 
 
 16 
 
 14 19 36.9 16 
 
 8. 14 38 49.7 
 
 5.6 
 5.9 
 6.2 
 
 6.4 
 6.7 
 
 10 55 51.7 16 7.0 
 
 7.2 
 7.6 
 7.8 
 
 8.1 
 8.3 
 8.6 
 
 8.8 
 9.1 
 9.4 
 9.6 
 
 eS 
 
 I 
 
 16 9.9 
 
 274 
 276 
 276 
 
 277 
 278 
 279 
 
 280 
 281 
 282 
 
 283 
 284 
 285 
 
 286 
 287 
 288 
 
 289 
 290 
 291 
 
 292 
 293 
 294 
 
 296 
 
 290 
 297 
 
 298 
 299 
 300 
 
 301 i 
 302 
 
 303! 
 304' 
 
 305 
 
 „ 
 
22H 
 
 Elements p om the Nautical Almanac. 
 
 N0VEMBP:R, 187f). 
 
 a 
 o 
 
 s 
 
 
 1 
 
 2 
 3 
 
 4 
 6 
 6 
 
 7 
 8 
 9 
 
 10 
 11 
 12 
 
 13 
 14 
 15 
 
 16 
 
 17 
 18 
 
 19 
 20 
 21 
 
 22 
 23 
 24 
 
 25 
 26 
 27 
 
 28 
 29 
 30 
 
 31 
 
 Page I. 
 AT APPARENT NOON. 
 
 The Sun's. 
 
 A/i/ntrenl 
 Dtclii ation. 
 
 8. 
 
 14 38 36.7 
 
 14 57 .35.4 
 
 15 16 19.5 
 
 Var. 
 
 ill 
 
 1 hour. 
 
 Equation of 
 Time to be 
 suhslracU d 
 from A f 'pa- 
 rent T im . 
 
 47.74 
 47.14 
 46.53 
 
 15 
 15 
 16 
 
 16 
 16 
 17 
 
 17 
 
 17 
 17 
 
 18 
 18 
 18 
 
 1« 
 19 
 19 
 
 48.7 
 
 45 .90 
 
 2.6 
 
 4. 25 
 
 0.7 
 
 44.59 1 
 
 42.7 
 
 43.90 : 
 
 8.1 
 
 43.21 
 
 16.6 
 
 42.49 
 
 34 
 53 
 11 
 
 28 
 
 46 
 
 3 
 
 20 
 36 
 52 
 
 8 
 
 24 
 39 
 
 54 
 9 
 23 40.2: 35.27 
 
 7.7 
 
 41.76 
 
 41.0 
 
 41.01 
 
 56.11 
 
 40.24 
 
 52.4 
 
 39.45 
 
 29.7 
 
 38.65 
 
 47.5 
 
 37.83 
 
 45.5 
 
 3«.99 
 
 23.2 
 
 36.14 
 
 i 19 37 36.2 34.39 
 I 19 51 10.8| 33.49 
 i 20 4 23.5 32.57 
 
 20 17 14.1 
 20 29 42.2 
 20 41 47.4 
 
 20 
 21 
 21 
 
 21 
 21 
 21 
 
 53 
 
 4 
 
 15 
 
 29.4 
 47.8 
 42.4 
 
 2(i 12.9 
 36 18.9 
 46 0.2 
 
 31.64 
 30.69 
 29.73 
 
 28.76 
 27.77 
 26.77 
 
 25.76 
 24.74 
 23.70 
 
 8. 21 55 IG.O 22.66 
 
 Var. 
 
 in 
 1 hour. 
 
 m H 
 16 19.29 
 16 19.86 
 16 19.61 
 
 I 
 
 0.''40 
 0.'07 
 O.C27 
 
 16 
 
 18.,54 
 
 0.062 
 
 16 
 
 16 63 
 
 0.097 
 
 16 
 
 13.87 
 
 0.133 
 
 16 
 
 10.25 
 
 0.169 
 
 16 
 
 5.77 
 
 0.2)5 
 
 16 
 
 0.43 
 
 0.241 
 
 lb 
 15 
 
 U.43 
 
 .54.22 
 
 15 
 
 47.14 
 
 15 
 
 39.20 
 
 15 
 
 30.39 
 
 15 
 
 20.71 
 
 15 
 
 10.19 
 
 14 
 
 58.82 
 
 14 
 
 46.61 
 
 14 
 
 33.57 
 
 14 
 
 19.71 
 
 14 
 
 5.05 
 
 13 
 
 49.60 
 
 13 .33.37 
 13 16.37 
 12 58.62 
 
 12 40.14 0.785 
 12 20.93 i 0.815 
 12 l.OI 0.844 
 
 11 
 11 
 
 10 
 
 40.40 
 19.11 
 57.16 
 
 10 34,56 
 
 0.873 
 0.901 
 0.928 
 
 0.955 
 
 AT 
 
 Page II. 
 MEAN NOON. 
 
 The Sun's. 
 
 
 
 Apparent 
 
 Semi- 
 
 Dtclination. 
 
 diamet c r 
 
 / « 
 
 S. 14 .38 49.7 
 
 16 9.9 
 
 14 57 48.2 
 
 16 10. i 
 
 15 16 32.2 
 
 16 10.4 
 
 15 35 1.2 
 
 16 10 6 
 
 15 53 14.8 
 
 16 10.8 
 
 16 11 12.8 
 
 16 11.1 
 
 16 28 54.5 
 
 16 11 3 
 
 16 46 19.7 
 
 46 11.5 
 
 17 3 28.0 
 
 16 11.7 
 
 0.277 
 0.313 
 0.349 I 
 
 0..385 I 
 
 0.421 
 
 0.456 
 
 0.491 
 0.526 j 
 0.5'^'J 
 
 0.594 
 0.627 
 0.660 
 
 0.692 
 0.724 
 0.755 
 
 17 20 18.8| 16 12.0 
 17 36 51.7! 16 12 2 
 17 53 6.5| 16 12.4 
 
 12.6 
 12.8 
 13.0 
 
 18 
 
 9 
 
 2.6 
 
 16 
 
 18 
 
 24 
 
 39.6 
 
 16 
 
 18 
 
 39 
 
 57.1 
 
 16 
 
 18 
 
 54 
 
 54.7 
 
 16 
 
 19 
 
 9 
 
 32.1 
 
 16 
 
 19 
 
 23 
 
 48.8 
 
 16 
 
 19 37 44.4 
 
 19 51 18.6 
 
 20 4 31.0 
 
 20 17 21.2 
 20 29 49.0 
 20 41 /)3,8 
 
 20 
 21 
 21 
 
 21 
 21 
 21 
 
 53 35 4 
 
 4 53.5 
 
 15 47.8 
 
 16 13.8 
 16 14.0 
 16 14 2 
 
 16 
 16 
 16 
 
 14.4 
 146 
 14.8 
 
 26 
 36 
 46 
 
 17.9 
 
 23.6' 
 
 4.6 
 
 i 
 
 16 
 16 
 16 
 
 15.5 
 157 
 15.8 
 
 16 16.0 
 
 16 15.2 i 
 16 15.3 I 
 
 S 21 65 20.6' 16 16,0 
 
 XX. 
 
 
 
 305 
 306 
 307 
 
 308 
 209 
 310 
 
 311 
 312 
 313 
 
 314 
 
 •315 
 
 316 
 
 317 
 318 
 319 
 
 320 
 321 
 322 
 
 323 
 82 4 1 
 826 
 
 326 
 327 
 328 
 
 329 
 
 330 
 
 331 1 
 
 I 
 
 332 1 
 333' 
 334 
 
 335 
 

 Elements from the Nautical Almanac. 
 
 229 
 
 DECEMBER, 1870. 
 
 a 
 o 
 
 a 
 
 
 1 
 2 
 3 
 
 \ 
 5 
 6 
 
 7 
 8 
 9 
 
 10 
 11 
 
 12 
 
 1.1 
 
 14 
 J5 
 
 16 
 17 
 18 
 
 19 
 20 
 21 
 
 22 
 23 
 
 24 
 
 25 
 26 
 27 
 
 28 
 29 
 30 
 31 
 
 32 
 
 Page T. 
 AT APPARENT NOON. 
 
 The Scn's. 
 
 Apparent 
 Declination. 
 
 8. 
 
 21 
 
 22 
 22 
 
 55 
 
 4 
 
 12 
 
 23 
 23 
 23 
 
 23 
 23 
 23 
 
 23 
 23 
 23 
 23 
 
 16.6 
 
 V.8 
 
 33.4 
 
 22 20 33.3 
 
 22 
 
 28 
 
 7.2 
 
 22 
 
 35 
 
 14.9 
 
 22 
 
 41 
 
 56. 1 
 
 22 
 
 48 
 
 10.5 
 
 22 
 
 53 
 
 57.9 
 
 22 
 
 59 
 
 18.2 
 
 23 
 
 4 
 
 11.2 
 
 23 
 
 8 
 
 36.7 
 
 23 
 
 12 
 
 34.4 
 
 23 
 
 16 
 
 4.4 
 
 23 
 
 19 
 
 6.5 
 
 23 
 
 21 
 
 40.5; 
 
 23 
 
 23 
 
 46.4! 
 
 23 
 
 25 
 
 24.11 
 
 26 33.6 
 
 27 14.8 
 27 27.6 
 
 2.'? 27 12.0 
 23 26 ViS.l 
 
 23 25 15.9 
 
 23 35.5 
 21 2(5.8 
 18 60.0 
 
 45.1 
 
 12.3| 
 11.6 
 43.3 
 
 Var. 
 
 in 
 
 i hour. 
 
 Equation of 
 Time to he 
 mbt.from 
 
 22.66 
 21.60 
 20.53 
 
 19.45 
 18.37 
 17 27 
 
 16.16 
 15.04 
 13.91 
 
 12.78 
 11.64 
 10.48 
 
 9.33 
 
 8.17 
 7.00 
 
 5.83 
 4.66 
 3.48 
 
 2.31 
 1.13 
 0.06 
 
 i.;m 
 
 2.42 
 3. GO 
 
 4.77 
 5.9.') 
 7.12 
 
 8.29 
 
 9.45 
 
 10.60 
 
 11.75 
 
 addnllo Ap- 
 pnrent Time. 
 
 8. 22 68 47.41 12.90 
 
 53.31 
 23.28 
 
 va 
 10 
 10 
 
 9 
 
 34.56 
 11.32 
 47.47 
 
 9 
 8 
 8 
 
 23.03 
 58.02 
 32.46 
 
 8 
 
 7 
 
 6.38 
 39.79 ; 
 
 6 45.23 
 6 17.32 
 5 49.03 
 
 5 20.40 
 4 51.45 
 4 22.24 
 
 52.79 
 23.14 
 53.34 
 
 23.42 
 53.42 
 23.37 
 
 6.68 
 
 36.55 
 
 6.29 
 
 35.87 
 
 5.26 
 34.43 
 
 3.35 
 31.99 
 
 4 0.32 
 
 Var. 
 
 in 
 
 1 hour.i 
 
 H 
 
 0.955 
 0.981 
 1.006 
 
 1 .030 
 1.054 
 1 .076 
 
 1.097 
 1.118 
 1.137 
 
 1.154 
 1.171 
 1.186 
 
 1.200 
 1.212 
 1.222 
 
 1.231 
 1.239 
 1.244 
 
 1.248 
 1.251 
 1.252 
 
 1.252 
 1.250 
 
 1.246 
 
 1 .242 
 1.2;!6 
 1.229 
 
 1 .22(» 
 1.210 
 
 1.11)9 
 1.187 
 
 1.174 
 
 Page II. 
 AT MEAN NOON. 
 
 The Sun's. 
 
 Apparent 
 Declination. 
 
 8i!mi- 
 diametcr, 
 
 21 
 22 
 22 
 
 55 20.6 
 
 4 11 4 
 
 12 36.7 
 
 22 20 36.3 
 22 28 10.0 
 22 35 17.4 
 
 22 
 22 
 22 
 
 41 58.3 
 48 12.4 
 53 59.6 
 
 22 59 19.7 
 
 23 4 12.4 
 23 8 37.7 
 
 23 12 35.3 
 
 23 16 5.1 
 
 23 19 7.0 
 
 23 
 23 
 23 
 
 16 16.0 
 16 16.1 
 16 16,3 
 
 16 16.4 
 16 16.5 
 16 16.6 
 
 16 16.7 
 16 16.8 
 16 17.0 
 
 16 17,1 
 16 17.2 
 16 17.3 
 
 21 40.9 
 23 46.7 
 25 24 3 
 
 16 
 16 
 16 
 
 16 
 16 
 16 
 
 23 26 33.7 
 
 23 2 7 14.8 
 
 23 27 27.6 
 
 23 27 12.0 
 
 23 26 28.1 
 
 23 25 15.9 
 
 23 23 35.5 
 
 23 21 26.9 
 
 23 18 50.2 
 
 23 15 45.4 
 
 23 12 12.7 
 
 :!3 8 12.2 
 
 23 3 44.0 
 
 S. 22 68 48.2 16 18.3 
 
 17.4 
 17.4 
 17.5 
 
 17.6 
 17.7 
 17.7 
 
 16 17.8 
 
 16 17.9 
 
 16 18.0 
 
 16 18.0 
 
 16 18.1 
 
 16 18.1 
 
 16 18.2 
 
 16 18.2 
 
 10 18.:? 
 
 16 18.2 
 
 16 18.3 
 
 16 18.3 
 
 16 18.3 
 
 Page 
 XX. 
 
 
 335 
 336 
 337 
 
 338 
 339 
 340 
 
 341 
 342 
 343 
 
 344 
 345 
 346 
 
 347 
 348 
 349 
 
 350 
 351 
 352 
 
 353 
 354 
 356 
 
 3.56 
 .•'57 
 358 
 
 359 
 360 
 361 
 
 362 
 363 
 364 
 365 
 
 366 
 
230 
 
 Elements from the Nautical Almanac. 
 
 APPARENT PLACES OF STARS 1876. 
 
 AT UPPER TRANSIT IT GREENWICH. 
 
 7 Pegasi. 
 
 (Algenib) 
 
 a Eridani. 
 
 (Aehemar) 
 
 « Persei. 
 
 Date. 
 
 Dec. North. 
 
 Date. 
 
 Dec. South. 
 
 Date. 
 
 Dec. North. 
 
 Jan. 1 
 11 
 21 
 31 
 
 14 29 
 
 40.9 2* 
 
 40.0 29 
 
 39.1 ^-^ 
 
 Jan. 11 
 21 
 31 
 
 Feb. 10 
 
 57 51 
 
 75.7 0," 
 
 ^^•* OS 
 74.6 ^-f 
 
 73.2 ^"^ 
 
 July 9 
 
 19 
 
 i 29 
 
 Aug. 8 
 
 n / 
 
 49 25 
 
 li % 
 
 9.0 ^-^ 
 
 
 
 Y^ Eridani, 
 
 1 
 
 « Aurigee. 
 
 (CapeUa) 
 
 P Orionis. 
 
 Date. 
 
 Deo. Houth. ' 
 
 uate. 
 
 Dec. Norih. 
 
 Date. 
 
 Dec. 5oM<A. 
 
 Aug. 8 
 18 
 28 
 
 Sept. 7 
 
 13 51 
 
 21.1 J " 
 
 19.8 ;^-J 
 18.8 j:'i 
 
 18.2 ^-^ 
 
 Feb. 10 
 20 
 
 Mar. 1 
 11 
 
 ' 
 
 45 52 
 
 27.3 g:^ 
 
 27.6 2^ 
 27.4 "-^ 
 
 Feb. 10 
 
 20 
 
 i Mar. 1 
 
 U 
 
 • 
 8 20 
 
 47.6 " 
 
 '«' 21 
 
 48.5 g-f 
 
 48.6 '^'^ 
 
 ^ Orionis. 
 
 (A. Geminorum. 
 
 a Argus. 
 
 (Canopui) 
 
 Date. 
 
 Dec. South. 
 
 Date. 
 
 Dec. ATor/A. 
 
 Date. 1 Dec. South. 
 
 Nov. 6 
 16 
 26 
 
 Dec. 6 
 
 ' 
 23 
 
 16.9 ^ / 
 18.1 ^/-^ 
 
 20.9 ^--^ 
 
 i 
 
 Dec. 6 
 16 
 26 
 36 
 
 o ' 
 
 22 34 
 
 36.1 ./ 
 36.9 J- 
 368 ^-J 
 36.7 "•'' 
 
 Mar. 21 
 31 
 
 Apr. 10 
 20 
 
 52 37 
 
 62.1 ^-^ 
 
 a Ganis Majoris. 
 
 (■SiritM) 
 
 a Ganis Minoris. 
 (I'roeyon) 
 
 w Leonis. 
 
 Date. 
 
 Dec. S<)mM. 
 
 Date. 
 
 Dec. JVorM. 
 
 Date. 
 
 Dec A^ortA. 
 
 8 37 
 " 
 76.4 ,, " 
 
 76.7 2-; 
 
 ^«'9 OJ 
 77.0 ''•^ 
 
 Aug. 8 
 18 
 
 O 1 
 
 16 32 
 
 36.1 " 
 
 34.6 ;-^ 
 
 Aug. 8 
 18 
 28 
 
 Sept. 7 
 
 5 32 
 
 tt 
 
 36.0 ^-^ 
 
 35.3 2'1 
 
 35.4 "•-' 
 
 July 
 19 
 29 
 
 Aug. 8 
 
 28 
 Sept. 7 
 
 33.4 ;- 
 
 32.6 '^-^ 
 
Elements from the Nautical Almanac. 
 
 231 
 
 APPARENT PLAGES OF STARS 1876. 
 
 AT UPPER TRANSIT AT GREENWICH. 
 
 y Leonis. 
 
 • Corvi. 
 
 a Virgin! 3. 
 {Sptea) 
 
 Date. 
 
 Dec. North. 
 
 Date. 
 
 Dec. South. 
 
 Date. 
 
 Dec. South. 
 
 Dec. 6 
 16 
 26 
 36 
 
 20 27 
 
 45.1 " 
 
 41.9 ^t 
 40.6 ^-^ 
 
 Nov. 16 
 26 
 
 Dec. 6 
 16 
 
 O 1 
 
 21 55 
 
 It 
 
 66.5 " 
 67.7 If 
 69.2 [f 
 
 April 30 
 
 May 10 
 
 21) 
 
 30 
 
 O ' 
 
 10 3Q 
 
 66.2 / 
 
 a Bootis. 
 
 (Arcturui) 
 
 ^ Scorpii. 
 
 h Ophiuchi. 
 
 Dat<i. 
 
 Dec. North. 
 
 Date. 
 
 Dec. South. 
 
 Date. 
 
 Dec. South. 
 
 Apr. 10 
 20 
 30 
 
 May 10 
 
 O ' 
 
 19 49 
 
 26.4 " 
 
 27.7 j'l 
 29.2 If 
 
 30.8 ^-^ 
 
 June 9 
 19 
 29 
 
 July 9 
 
 O 1 
 
 19^ 27 
 
 67? ^•'^ 
 
 
 
 Nov. 6 
 16 
 26 
 
 Dec. 6 
 
 o 
 
 3 22 
 
 36.0 ' 
 36.0 1^ 
 37.3 j"^ 
 
 38.7 ^•■* 
 
 a Ophiuchi. 
 
 ^ Aquilae. 
 
 a Griiis. 
 
 Date. 
 
 Dec. North. 
 
 Date. 
 
 Dec. North. 
 
 Df.te. 
 
 Dtc. 5oM<A. 
 
 Oct. 7 
 17 
 27 
 
 Nov. b 
 
 O 1 
 
 12 38 
 
 66.7 / 
 66.0 % 
 65.0 ,•, 
 63.7 ^-^ 
 
 Sept. 7 
 
 27 
 Oct. 7 
 
 o 
 
 13 40 
 
 J51 - 
 
 Feb. 10 
 20 
 
 Mar. 1 
 11 
 
 47 33 
 
 46.3 .„" 
 ... » ^.6 
 
 411 ^-^ 
 
 IT ,11 
 
 -':? ¥.1 
 
•m 
 
 Elements from ihr Ailmirallij Tlilc Tablrs. 
 
 ELEMENTS FROM THE ADMIRALTY TIDE TABLES. 
 
 
 
 
 
 4 
 
 JANUARY, 
 
 1873. 
 
 
 
 j 
 
 
 
 ! 
 
 
 BREST. 
 
 
 DEVONPOBT. 
 
 PO.HTSMOUTH. 
 
 
 DOVBB. 
 
 1" 
 
 
 Moon's 
 
 
 
 
 
 
 
 
 
 
 \ 
 
 
 Q 
 
 
 
 
 
 1 
 
 
 1 
 
 
 
 
 
 ' 
 
 4) 
 1) 
 
 ja 
 
 Transit. 
 
 
 1 
 
 
 
 1 
 : 
 
 i 
 
 
 
 
 
 
 
 
 
 1 
 
 Mor^. 1 Aft. ] 
 
 Morn.! Aft. 
 
 Morn. 
 
 Aft. i 
 
 Morn. 
 
 Aft. 
 
 ^ 
 
 1 
 
 
 
 
 
 1 
 . 1 
 
 
 
 I 
 
 
 
 
 
 
 
 
 
 
 H. M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 t 
 
 M.i 
 
 1 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. M. 
 
 F. 
 
 1 
 
 7m 4 
 
 10 
 
 33 
 
 11 
 
 7 
 
 «« 
 
 1.- 
 
 •0 
 
 1 
 
 5 
 
 54 
 
 6 
 
 23 
 
 6 
 
 27. 5 63 
 
 8. 
 
 2 
 
 7 46 
 
 11 
 
 41 
 
 — 
 
 — 
 
 
 
 32 
 
 1 
 
 5 
 
 6 
 
 55 
 
 7 
 
 28 
 
 6 
 
 22 
 
 6 64 
 
 -S". 
 
 3 
 
 8 30 
 
 
 
 14 
 
 
 
 45 
 
 1 
 
 38 
 
 2 
 
 10 
 
 8 
 
 1 
 
 8 
 
 34 
 
 7 
 
 27 
 
 8 
 
 M. 
 
 4 
 
 9 17 
 
 1 
 
 13 
 
 1 
 
 40 
 
 2 
 
 41 
 
 3 
 
 9 
 
 9 
 
 4 
 
 9 
 
 31 
 
 8 
 
 29 
 
 8 55 
 
 Tu. 
 
 5 
 
 10 8 
 
 2 
 
 2 
 
 2 
 
 24 
 
 3 
 
 37 
 
 4 
 
 4 
 
 "> 
 
 55 
 
 10 
 
 19 
 
 9 
 
 18 
 
 9 41 
 
 W. 
 
 6 
 
 11 2 
 
 2 
 
 45 
 
 3 
 
 5 
 
 4 
 
 29 
 
 4 
 
 5r 
 
 40 
 
 11 
 
 1 
 
 10 
 
 4 
 
 10 27 
 
 Th. 
 
 7 
 
 11 68 
 
 3 
 
 25 
 
 3 
 
 45 
 
 5 
 
 14 
 
 5 
 
 3 
 
 21 11 
 
 41 
 
 10 
 
 49 
 
 11 11 
 
 F. 
 
 8 
 
 0a53 
 
 4 
 
 5 
 
 4 
 
 25' 
 
 5 
 
 55 
 
 6 
 
 lb|| — 
 
 — 
 
 
 
 1 
 
 11 
 
 33 
 
 11 55 
 
 8. 
 
 9 
 
 1 47 
 
 ; 4 
 
 45 
 
 6 
 
 4 
 
 6 
 
 37 
 
 6 
 
 56, 
 
 i 
 
 
 
 22 
 
 
 
 43 
 
 
 — 
 
 17 
 
 SI. 
 
 10 
 
 2 38 
 
 5 
 
 24 
 
 5 
 
 44 
 
 7 
 
 14 
 
 7 
 
 i 
 33 
 
 1 
 
 4 
 
 1 
 
 24 
 
 
 
 38 
 
 1 
 
 M. 
 
 11 
 
 3 26 ' 
 
 e 
 
 4 
 
 6 
 
 24 
 
 ' 7 
 
 52 
 
 8 
 
 12j 
 
 1 
 
 45 
 
 2 
 
 5 
 
 1 
 
 22 
 
 1 44 
 
 Tu. 
 
 12 
 
 4 13 
 
 1 « 
 
 45 
 
 7 
 
 6 
 
 8 
 
 84 
 
 8 
 
 54! 
 
 2 
 
 25 
 
 2 
 
 46 
 
 2 
 
 5' 2 27 
 
 W. 
 
 13 
 
 6 
 
 ! 7 
 
 301 7 
 
 54 
 
 9 
 
 15 
 
 9 
 
 38, 
 
 3 
 
 7 
 
 3 
 
 30 
 
 1 2 
 
 49! 3 11 
 
 Th. 
 
 14 
 
 5 47 
 
 1 8 
 
 18 
 
 8 
 
 42 
 
 10 
 
 1 
 
 10 
 
 26; 
 
 3 
 
 53 
 
 4 
 
 16 
 
 ! 3 
 
 34 
 
 3 57 
 
 F. 
 
 15 
 
 6 37 
 
 ! 9 
 
 8 
 
 9 
 
 3/ 
 
 10 
 
 51 
 
 11 
 
 19 
 
 4 
 
 39 
 
 5 
 
 4 
 
 1 4 
 
 20 
 
 4 43 
 
 ». 
 
 16 
 
 7 30 
 
 110 
 
 12 
 
 10 
 
 5(1 
 
 11 
 
 49 
 
 — 
 
 — 
 
 5 
 
 31 
 
 6 
 
 5 
 
 5 
 
 8 
 
 5 38 
 
 .V. 
 
 17 
 
 8 28 
 
 ill 
 
 31 
 
 ""*' 
 
 »» 
 
 
 
 i6 
 
 1 
 
 3 
 
 1 6 
 
 39 
 
 7 
 
 19 
 
 6 
 
 9 
 
 6 46 
 
 M. 
 
 18 
 
 9 29 \ 
 
 
 
 14 
 
 54 
 
 1 1 
 
 40 
 
 2 
 
 17 
 
 8 
 
 1 
 
 8 
 
 44 
 
 7 
 
 27' 8 9 
 
 Tu. 
 
 19 
 
 10 32 
 
 1 
 
 29 2 
 
 
 
 2 
 
 55 
 
 3 
 
 35 
 
 9 
 
 20 
 
 1 9 
 
 r.4 
 
 8 
 
 44| 9 17 
 
 W. 
 
 20 
 
 11 34 
 
 u 
 
 30 2 
 
 56 
 
 4 
 
 10 
 
 4 
 
 40 
 
 10 
 
 25 10 
 
 52 
 
 9 
 
 48 10 17 
 
 Th. 
 
 21 
 
 morn. 
 
 3 
 
 21 3 
 
 45 
 
 5 
 
 8 
 
 5 
 
 M 
 
 11 
 
 17 11 
 
 41 
 
 '10 
 
 45 11 11 
 
 F. 
 
 22 
 
 32 
 
 4 
 
 8; 4 
 
 30 
 
 i 5 
 
 58 
 
 6 
 
 22 
 
 
 
 
 
 4 
 
 11 
 
 37 12 !■ 
 
 
 ""** 
 
 S. 
 
 .v. 
 
 23 
 24 
 
 1 25 
 
 2 13 
 
 4 
 6 
 
 f\i\' f^ 
 
 10 
 
 j 
 
 46 
 
 6 
 
 7 
 
 44 
 23 
 
 7 
 7 
 
 5: 
 41 
 
 
 
 1 
 
 1 
 
 27 
 10 
 
 1 
 
 ^Q' 1 
 
 n 9^ 
 
 28 
 
 5 
 
 29 
 
 1 — 
 
 
 1 
 44' 1 5 
 
 M. 
 
 25 
 
 2 57 
 
 6 
 
 4 
 
 6 
 
 22 
 
 7 
 
 58 
 
 8 
 
 15 
 
 ' 1 
 
 1 
 
 47 
 
 2 
 
 5 
 
 i 1 
 
 25 
 
 1 44I 
 
 Tu. 
 
 26 
 
 3 39 
 
 6 
 
 40 
 
 6 
 
 57; 
 
 8 
 
 32 
 
 8 
 
 48 
 
 j 2 
 
 23 
 
 2 
 
 41^ 
 
 '■ 2 
 
 3 
 
 2 21! 
 
 W. 
 
 27 
 
 4 19 
 
 1 7. 
 
 13 7 
 
 1\ ' t*. 
 
 1 a 
 
 , 5 
 
 i 
 
 58 3 
 
 14 
 
 ' 2 
 
 39 
 
 2 56 
 
 Th. 
 
 28 
 
 4 59 
 
 7 
 
 48 
 
 8 
 
 "61 
 
 9 
 
 32' 9 
 
 49 
 
 3 
 
 30' a 
 
 47 3 
 
 11 
 
 3 28 
 
 F. 
 
 29 
 
 5 40 
 
 8 
 
 26 
 
 8 
 
 47 
 
 |1" 
 
 6 10 
 
 26 
 
 4 
 
 4 
 
 4 
 
 23 
 
 i 3 
 
 45 
 
 4 4 
 
 8. 
 
 30 
 31 
 
 6 23 
 
 9 
 
 ''4 
 
 9 
 U 
 
 45 
 2 
 
 ■10 
 11 
 
 I 
 
 47 11 
 
 11 
 
 4 
 
 44 
 
 5 
 
 9 
 
 4 
 5 
 
 23 
 13 
 
 4 47; 
 
 1 
 
 6 44 
 
 7 9 
 
 i 
 
 10 
 
 21 
 
 42 
 
 — 
 
 i 
 
 ' 
 
 38 
 
 6 
 
 13 
 
Elements from the Admiralty Ti'le Tables. 
 
 •233 
 
 
 
 
 
 
 FEBRU 
 
 ARY, 
 
 1875. 
 
 
 
 
 
 
 
 
 
 
 
 BBKBT. 
 
 
 BHimiunESB. 
 
 
 LOITDON. 
 
 
 HARWICH. 
 
 
 >^ 
 
 «" 
 
 Moon's 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Q 
 
 Q 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 •M^M_ 
 
 
 
 wm^mmmm 
 
 
 
 
 ^^"~ 
 
 
 
 
 M 
 
 £ 
 
 Transit. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 § 
 
 
 Morn. 
 
 Aft. 1 
 
 Morn. 
 
 Aft. 1 
 
 Morn. 
 
 Aft. 1 
 
 Morn. 
 
 Aft. 
 
 
 ^ 
 
 W 
 
 S 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 H. M. 
 
 H. 
 
 H. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M.I 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. M. 
 
 
 M. 
 
 1 
 
 7 m 68 
 
 11 
 
 44 
 
 
 _ 
 
 8 
 
 3 
 
 8 
 
 43 
 
 9 
 
 15 
 
 9 
 
 fi8 
 
 7 
 
 10 
 
 7 61 
 
 
 Tu. 
 
 2 
 
 8 81 
 
 
 
 25 
 
 1 
 
 3 
 
 9 
 
 23 10 
 
 3 
 
 10 
 
 42 
 
 11 
 
 22 
 
 8 
 
 31 
 
 9 10 
 
 
 W. 
 
 3 
 
 9 46 
 
 1 
 
 37 
 
 2 
 
 6 
 
 10 
 
 40,11 
 
 12 
 
 11 
 
 69 
 
 
 — 
 
 9 
 
 47 
 
 10 10 
 
 
 Th. 
 
 4 
 
 10 42 
 
 2 
 
 30 
 
 2 
 
 62 
 
 11 
 
 40 
 
 — 
 
 — 
 
 
 
 29 
 
 
 
 66 
 
 10 
 
 60 
 
 11 14 
 
 
 F. 
 
 6 
 
 11 37 
 
 3 
 
 12 
 
 3 
 
 32 
 
 
 
 3 
 
 
 
 24 
 
 1 
 
 21 
 
 1 
 
 44 
 
 11 
 
 36 
 
 11 68 
 
 
 S. 
 
 6 
 
 0a30 
 
 3 
 
 62 
 
 4 
 
 12 
 
 
 
 45 
 
 1 
 
 6 
 
 2 
 
 4 
 
 2 
 
 26 
 
 1 
 
 — 
 
 — 
 
 18 
 
 
 X. 
 
 7 
 
 1 20 
 
 4 
 
 2 
 
 4 
 
 60 
 
 1 
 
 26 
 
 1 
 
 44 
 
 2 
 
 44 
 
 3 
 
 1 
 
 1 
 4 
 
 
 
 38 
 
 67 
 
 
 M. 
 
 8 
 
 2 9 
 
 5 
 
 8 
 
 6 
 
 27 
 
 2 
 
 4 
 
 2 
 
 22 
 
 3 
 
 23 
 
 3 
 
 40 
 
 1 
 
 16 
 
 1 36 
 
 
 Tu. 
 
 9 
 
 2 57 
 
 5 
 
 46 
 
 6 
 
 5 
 
 2 
 
 40 
 
 2 
 
 68 
 
 3 
 
 69 
 
 4 
 
 17 
 
 1 
 
 54 
 
 2 13 
 
 
 W. 
 
 10 
 
 3 46 
 
 6 
 
 24 
 
 6 
 
 44 
 
 3 
 
 16 
 
 3 
 
 34 
 
 4 
 
 36 
 
 4 
 
 66 
 
 2 
 
 32 
 
 2 62 
 
 
 Th. 
 
 11 
 
 4 34 
 
 7 
 
 4 
 
 7 
 
 26 
 
 3 
 
 64 
 
 4 
 
 14 
 
 6 
 
 14 
 
 5 
 
 3S 
 
 3 
 
 12 
 
 3 32 
 
 
 F. 
 
 12 
 
 6 26 
 
 ' 7 
 
 47 
 
 8 
 
 10 
 
 ' 4 
 
 36 
 
 4 
 
 66 
 
 6 
 
 54 
 
 6 
 
 14 
 
 3 
 
 62 
 
 4 12 
 
 
 8. 
 
 13 
 
 6 22 
 
 8 
 
 36 
 
 9 
 
 4 
 
 5 
 
 17 
 
 5 
 
 42 
 
 6 
 
 36 
 
 6 
 
 59 i 
 
 4 
 
 33 
 
 4 65 
 
 
 .S'. 
 
 14 
 
 7 21 
 
 9 
 
 39 
 
 10 
 
 21 
 
 « 
 
 9 
 
 6 
 
 41 
 
 7 
 
 26 
 
 7 
 
 67 
 
 6 
 
 22 
 
 5 60 
 
 
 M. 
 
 15 
 
 8 22 
 
 11 
 
 10 
 
 
 — 
 
 7 
 
 19 
 
 8 
 
 3 
 
 8 
 
 35 
 
 9 
 
 17 
 
 6 
 
 26 
 
 7 10 
 
 
 Tu. 
 
 16 
 
 9 23 
 
 
 
 2 
 
 
 
 48 
 
 8 
 
 51 
 
 9 
 
 40 
 
 10 
 
 6 
 
 10 
 
 68 
 
 7 
 
 59 
 
 8 48 
 
 
 W. 
 
 17 
 
 10 21 
 
 ' 1 
 
 29 
 
 2 
 
 2 
 
 10 
 
 25 
 
 11 
 
 4 
 
 ill 
 
 45 
 
 _.. 
 
 — 
 
 9 
 
 32 
 
 10 12 
 
 
 Th. 
 
 18 
 
 11 16 
 
 1 2 
 
 30 
 
 2 
 
 53 
 
 11 
 
 36 
 
 — 
 
 — 
 
 
 
 22 
 
 
 
 63 
 
 ,10 
 
 46 
 
 11 14 
 
 
 F. 
 
 19 
 
 morn. 
 
 ! 3 
 
 16 
 
 3 
 
 35 
 
 
 
 3 
 
 
 
 26 
 
 1 
 
 22 
 
 1 
 
 47 
 
 11 
 
 38 
 
 
 
 
 8. 
 
 20 
 
 4 
 
 |3 
 
 55 
 
 4 
 
 13 
 
 
 
 48 
 
 1 
 
 8 
 
 2 
 
 9 
 
 2 
 
 29 
 
 1 
 1 
 
 
 
 1 
 
 21 
 
 
 .S'. 
 
 21 
 
 60 
 
 4 
 
 31 
 
 4 
 
 48 
 
 1 
 
 28 
 
 1 
 
 46 
 
 2 
 
 47 
 
 3 
 
 6 
 
 
 
 40 
 
 58 
 
 
 M. 
 
 22 
 
 1 33 
 
 6 
 
 4 
 
 6 
 
 20 
 
 2 
 
 2 
 
 2 
 
 19 
 
 i 3 
 
 24 
 
 3 
 
 40 
 
 1 
 
 16 
 
 1 33 
 
 
 Tu. 
 
 23 
 
 2 14 
 
 6 
 
 36 
 
 6 
 
 51 
 
 : 2 
 
 36 
 
 2 
 
 62 
 
 3 
 
 65 
 
 4 
 
 11 
 
 1 
 
 50 
 
 2 6 
 
 
 W. 
 
 24 
 
 2 54 
 
 6 
 
 4 
 
 6 
 
 19 
 
 3 
 
 6 
 
 3 
 
 20 
 
 4 
 
 27 
 
 4 
 
 41 
 
 2 
 
 22 
 
 2 38 
 
 
 Th. 
 
 25 
 
 3 35 
 
 6 
 
 34 
 
 6 
 
 49 
 
 3 
 
 34 
 
 3 
 
 49 
 
 4 
 
 66 
 
 5 
 
 11 
 
 2 
 
 52 
 
 3 7 
 
 
 F. 
 
 26 
 
 4 17 
 
 7 
 
 4 
 
 7 
 
 20 
 
 4 
 
 4 
 
 4 
 
 19 
 
 5 
 
 25 
 
 6 
 
 40 
 
 3 
 
 22 
 
 3 37 
 
 
 8. 
 
 27 
 
 5 1 
 
 7 
 
 38 
 
 7 
 
 57 
 
 4 
 
 34 
 
 4 
 
 50 
 
 5 
 
 56 
 
 G 
 
 13 
 
 i 3 
 
 51 
 
 4 6; 
 
 
 S. 
 
 28 
 
 5 49 
 
 1 
 
 8 
 
 20 
 
 8 
 
 46 
 
 5 
 
 8 
 
 5 
 
 29 
 
 6 
 
 i 
 
 30 
 
 6 
 
 60 
 
 4 
 
 23 
 
 4 43' 
 
 
 
 28 
 
•234 
 
 Elements from the Admiralty Tide Tables. 
 
 MARCH, 1875. 
 
 i- 
 
 P. 
 
 M 
 
 
 a< 
 
 
 
 V 
 
 o 
 
 ^ 
 
 a 
 
 Moon's 
 
 Transit. 
 
 M. 
 
 Tu. 
 
 W. 
 
 Th. 
 
 F. 
 
 S. 
 
 8. 
 M. 
 iTu. 
 W. 
 JTh. 
 
 !f. 
 
 1 8. 
 
 M. 
 
 Tu. 
 W. 
 
 iTh. 
 
 F. 
 
 'h. 
 
 •v. 
 
 1 
 
 2 
 3 
 
 4 
 5 
 
 I 6 
 
 20 
 
 M. ,22 
 
 w. 
 
 24 
 
 Th. 
 
 !2S 
 
 F. 
 
 2g! 
 
 8 
 
 27 
 
 1 
 
 28 
 
 M 
 
 2S) 
 
 Th. 
 
 30 
 
 W 
 
 3i 
 
 H. M. 
 
 6 in 40 
 
 : 33 
 
 8 28 
 
 9 23 
 
 10 17 
 
 11 9 
 
 BRKBT. 
 
 Morn. 
 
 Aft. 
 
 H. M. 
 
 9 21 10 
 10 53 11 
 
 H. M. 
 
 11 59 
 0a48 
 1 
 2 
 3 
 4 
 5 
 
 37 
 28 
 20 
 16 
 16 
 
 17 
 18 
 16 
 
 14 
 
 16, . 
 16! 8 
 I7i 9 10 
 18 
 19 
 11 
 
 lu 
 10 40 
 
 29 
 
 21 mom. 
 
 11 
 
 I 
 2 
 
 10 
 60 
 
 31 
 
 12 
 
 2 56 
 
 3 42 
 
 4 31 
 
 5 23 
 (! 16 
 7 10 
 
 4 
 41 
 
 8 
 
 7 
 5Q 
 
 27 
 
 1 41 
 
 2 30 
 
 3 10! 
 
 HULL. 
 
 Morn. 
 
 Aft. 
 
 H. M. H. M 
 
 5 22 
 
 6 
 
 6 40 
 
 7 23 
 
 8 15 
 
 9 26 
 
 ?9 3 48 
 
 7; 4 26 
 
 44 5 3 
 
 6 41 
 
 9 
 
 2 
 
 24 
 
 17 
 
 2 66 
 
 6 20 
 
 7 
 
 7 48 
 
 8 46 
 10 14 
 
 6 
 6 
 
 7 
 8 
 8 
 9 
 
 !io 
 
 
 
 46 1 
 9 2 
 33 4 
 45 5 
 30 5 
 
 8 
 25 
 52 
 13 
 
 9 
 51 
 
 BDNDHRLAMD. 
 
 Mom. 
 
 11 6 3 
 511 7 101 
 
 H. M. 
 
 Aft. 
 
 NORTH 8BIBLDB. 
 
 Morn. 
 
 Aft, 
 
 H. M. H. M. H. M 
 
 8 55 9 32 
 
 10 15 11 1 
 
 11 45I 
 
 25 
 
 29 
 
 7 
 45 
 26 
 
 7 
 
 7 48| 
 
 8 26| 
 
 9 4I 
 9 46' 
 
 10 29 
 
 35 
 26 
 
 7 
 44 
 20 
 67 
 36 
 17 
 
 
 
 1 4 
 
 2 
 2 47 
 
 9 4 
 10 27 
 
 9 44 
 11 13 
 
 11 68 
 
 ! 39j 1 17 
 
 46 2 9 
 
 30 2 50 
 
 1 1 
 ! 2 
 
 26 
 2 
 38 
 16 
 56 
 
 6 38 
 
 7 25 
 
 10 55 11 28 
 6 
 
 46 
 
 1 54 
 
 2 37 
 
 3 13 
 
 50 
 
 2 24 
 3 
 
 4 
 5 
 
 1 
 3 
 
 61 4 
 r)7 5 
 38, 6 
 
 34 
 10 
 29 
 19 
 57 
 
 7 60 8 20 
 
 8 64 9 .36 
 10 25'11 16 
 
 I 
 
 I 43 
 
 ' 1 47 
 
 2 33 
 
 6 
 
 19 
 
 11 
 
 8 
 44 
 21 
 59 
 39 
 
 26 
 2 
 
 40 
 19 
 59 
 
 6 20| 6 41 
 
 7 2! 7 26 
 
 7 64 
 
 8 25 
 
 2 56 
 
 9 2 9 48 
 
 10 37 11 28 
 
 17 
 
 50j I 31 
 
 1 571 2 18 
 
 2 37 2 66 
 
 3 30 3 47 ' 6 15 6 33; 3 113 27 3 12 
 
 31 4 
 33 4 
 
 2 
 30 
 
 18, 
 481 
 18! 
 
 44 1 
 
 6 61 
 
 22 
 52 
 
 8 21 
 
 68 6 13i 8 40 9 
 
 6 29 G 45 9 19 9 
 
 7 4 
 
 7 40 
 
 8 45 
 10 13 
 
 7 24 
 
 8 12 
 26 
 
 11 4 
 
 7 
 37 
 
 7 
 35 
 
 4 
 35 
 
 10 10 
 1(1 67 
 
 9 51 
 
 1 30 
 
 11 281 
 
 7 49 
 
 I 
 
 3 
 
 43 
 
 3 
 
 69 
 
 4 
 
 13 
 
 4 
 
 27 
 
 4 
 
 42 
 
 4 
 
 ro 
 
 5 
 
 10 
 
 • 
 
 25 
 
 6 
 
 40 
 
 6 
 
 65 
 
 6 
 
 10 
 
 6 
 
 27 
 
 6 
 
 46 
 
 7 
 
 6 
 
 7 
 
 26 
 
 7 
 
 50 
 
 8 
 
 18 
 
 8 
 
 63 
 
 9 
 
 36 
 
 10 
 
 23 
 
 3 
 4 
 4 
 
 3 28 
 
 43 3 
 14 4 
 
 44 
 
 6 14 
 
 5 
 
 6 
 
 69 
 29 
 69 
 29 
 
 44| 6 69 
 14' 6 30 
 
 6 48 7 7 
 
 7 28 7 66: 
 
 8 26 
 
 9 48 
 
 9 3 
 10 36 
 
m 
 
 Elements from the A'huirally Ti'le Tables. 
 
 235 
 
 APRIL, 1875. 
 
 
 a 
 o 
 
 Th. 
 
 P. 
 
 S. 
 
 .V. 
 
 M. 
 
 Tu. 
 
 W. 
 
 Th. 
 
 F. 
 
 8. 
 
 Moon's 
 Transit. 
 
 iS\ 111 
 
 M. !12 
 
 Tu. il3 
 
 W. 114 
 
 Th. ^15 
 
 F. 16 
 
 S. 
 
 .S. 
 
 M. 
 
 Tu. 
 
 W. 
 
 Th. 
 
 F. 
 
 8. 
 
 S. 
 
 M. 
 
 Tu. 
 
 |W. 
 iTh. 
 
 !F. 
 
 BRABT. 
 
 Morn. 
 
 H. M. 
 
 8m 3 
 
 8 66 
 
 9 46 i 
 
 10 35 
 
 11 24 
 0al4 
 
 1 8 
 
 2 4 
 
 3 4 
 
 4 7 
 
 H. M. 
 
 Aft. 
 
 H. M. 
 
 11 63 
 
 34 1 8 
 
 1 34! 1 56 
 
 I 
 
 17 
 57 
 35 
 15 
 65 
 
 2 37 
 
 3 16 
 3 65 
 
 5 36 
 
 6 21 
 
 17 10 
 
 10 
 
 11 
 
 7 
 
 68 
 
 46 
 
 9 28 
 
 9 
 
 10 49 
 
 11 29 
 
 2"; morn. 
 
 ,21 
 
 
 
 10 
 
 22 
 
 
 
 53 
 
 23 
 
 I 
 
 38 
 
 24 
 
 2 
 
 86 
 
 25 
 
 3 
 
 17 
 
 2R 
 
 4 
 
 9 
 
 27 
 
 6 
 
 2 
 
 28 
 
 5 
 
 64 
 
 29 
 
 6 
 
 45 
 
 30 
 
 7 
 
 34 
 
 8 
 
 9 
 
 11 
 
 
 
 1 
 
 7 
 
 7 
 
 23 
 
 
 
 68 
 
 49 
 
 27 
 69 
 31 
 
 2 
 32 
 
 
 32 
 
 36 
 16 
 68 
 
 6 44 
 
 7 
 8 
 10 
 11 
 
 1 
 2 
 
 u n 
 
 LBITK. 
 
 Morn. 
 
 H. 
 
 1 
 M. 
 
 ;o 
 
 17 
 
 11 
 
 37 
 
 
 
 10 
 
 1 
 
 Aft. 
 
 THCRBO. 
 
 35 
 
 42 
 11 
 47 
 26 
 26 
 
 6 
 C 
 7 
 9 
 10 
 12 
 
 y 
 
 43 
 
 15 
 46 
 
 17 
 46 
 10 
 48 
 
 6 4 22 
 
 6 4b 7 3 
 
 7 27i 7 64 
 
 8 26, 9 2 
 
 9 45 10 
 
 20 
 11 50 
 
 H. M. 
 
 11 1 
 
 32 
 
 62 
 32 
 11 
 48 
 
 261 3 
 
 7! 4 
 
 62 6 
 
 41 6 
 
 36 
 53 
 28 
 54 
 
 24 
 
 7 
 
 8 
 
 10 
 
 II 
 
 4 
 
 38; 
 
 10 
 
 40 
 
 9 
 
 38 
 8 
 
 42 4 
 19| 6 
 
 G 59 
 
 8 16 
 
 9 46 
 
 Morn. 
 
 H. 
 
 M. 
 
 4 
 
 16 
 
 6 
 
 39 
 
 6 
 
 34 
 
 7 
 
 10 
 
 7 
 
 42 
 
 8 
 
 18 
 
 8 
 
 64 
 
 9 
 
 35 
 
 10 
 
 19 
 
 11 
 
 8 
 
 12 
 62 
 30 
 6 
 46 
 29 
 16 
 
 7, 11 59 
 12 
 38 
 
 3 23 
 
 4 65 
 6 1 
 
 46 6 45 
 
 Aft. 
 
 H. M. 
 
 6 2 
 
 6 11 
 
 6 52 
 
 7 26 
 
 8 
 
 8 36 
 
 9 14 
 9 67 
 
 10 43 
 
 11 33 
 
 13 
 29 
 
 28 
 
 1 44 
 
 22 
 64 
 26 
 55 
 23 
 53 
 26 
 
 17 
 46 
 
 8 14 
 8 43 
 
 9 
 9 
 
 10 
 
 12 
 42 
 16 
 
 59j 10 50 11 
 40 U 32,11 
 
 3! 6 28|| 
 
 351 1 50 
 I 2 7 
 
 10 22 
 
 3 42 
 
 anuNOOK 
 
 Morn. Aft. 
 
 H. M. H. M.j 
 
 I 
 
 I I 
 
 7 19 8 5 
 
 8 46 9 21 
 
 9 47 10 10 
 
 10 32 10 64 
 
 11 le 11 37 
 
 U 68; 
 
 18J 
 J 69; 1 
 
 1 42' 2 
 
 2 24, 2 
 
 4 
 
 30 
 
 12 
 
 31 
 
 6 26 
 
 3 10 
 
 31 
 59 
 
 8 28 
 
 8 ii7 
 
 9 27 
 9 58 
 
 10 32 
 
 11 
 64 
 
 20 
 
 20 
 64 
 22 
 
 10 
 11 
 11 
 
 
 1 
 1 
 
 43 
 
 19 
 
 53 
 
 9 
 
 11 
 11 
 
 13 1 
 42 I 
 
 14 2 
 
 48| 3 
 
 26 3 
 
 16| 4 
 
 22| 6 
 
 46 7 
 
 38 
 21 
 3 
 46 
 
 9 3 
 
 57i 4 
 
 3 5 
 29 7 
 69| 8 
 10 9 39 
 
 2 10 24 
 
 32 1 
 
 29i 
 
 43| 
 151 
 31 
 
 .il 
 
 26! 
 
 4li 67 
 
 271 
 68! 
 
 31 
 
 6 
 
 49 
 
 46 
 
 4 
 25 
 
 Pill 
 
 •'Si 
 
236 
 
 Elements from the Admiralty Tide Tables. 
 
 mJ* 4 
 
 MAY, 1875. 
 
 1" 
 
 a 
 
 1 
 Moon's 
 
 BBBST. 
 
 LIVERPOOL. 
 
 PEMBBOEB. 
 
 WESTON-SUPBI.- 
 MARB. 
 
 
 Transit. 
 
 Morn. 
 
 Aft. 
 
 Morn. 
 
 Aft. 
 
 Morru 
 
 Aft. 
 
 Morn. 
 
 Aft. 
 
 ^ 
 
 S 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 H. M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 t 
 
 M. 
 
 H. 
 
 M. 
 
 H. M. 
 
 8. 
 
 1 
 
 1 
 
 8 m 23 
 
 
 — 
 
 
 
 21 
 
 T 
 
 31 
 
 8 
 
 3 
 
 1 
 
 51 
 
 2 
 
 26 
 
 2 
 
 24 
 
 2 57 
 
 S. 
 
 ! 
 2 
 
 9 10 
 
 
 
 49 
 
 1 
 
 17 
 
 8 
 
 28 
 
 8 
 
 1 
 53, 
 
 2 
 
 56 
 
 3 
 
 26 
 
 3 
 
 30 
 
 4 3 
 
 M. 
 
 3 
 
 9 59 
 
 1 
 
 39 
 
 2 
 
 
 
 9 
 
 15 
 
 9 
 
 35; 
 
 3 
 
 52 
 
 4 
 
 16 
 
 4 
 
 31 
 
 4 56 
 
 Tu. 
 
 4 
 
 10 51 I 
 
 2 
 
 21 
 
 2 
 
 42 
 
 9 
 
 35 
 
 10 
 
 15! 
 
 4 
 
 40 
 
 5 
 
 4 
 
 5 
 
 21 
 
 5. 46 
 
 W. 
 
 5 
 
 IT 46 i 
 
 i 
 
 3 
 
 3 
 
 26 
 
 10 
 
 38 
 
 11 
 
 li 
 
 5 
 
 28 
 
 5 
 
 52 
 
 6 
 
 10 
 
 6 34 
 
 Th. 
 
 a 
 
 0a46 
 
 3 
 
 49 
 
 4 
 
 12; 
 
 ill 
 
 24 
 
 11 
 
 47I 
 
 6 
 
 15 
 
 6 
 
 38 
 
 6 
 
 58 
 
 7 32 
 
 P. 
 
 7 
 
 1 49 , 
 
 U4 
 
 35 
 
 4 
 
 58; 
 
 1 _ 
 
 — 
 
 
 
 10 
 
 7 
 
 1 
 
 7 
 
 23I 
 
 7 
 
 45 
 
 8 7 
 
 8. 
 
 8 
 
 2 66 , 
 
 6 
 
 21 
 
 5 
 
 44 
 
 ' 
 
 i 
 
 34 
 
 J 
 
 68 
 
 7 
 
 47 -8 
 
 12 
 
 8 
 
 30 
 
 8 53 
 
 S. 
 
 9 
 
 3 59 
 
 6 
 
 9 
 
 6 
 
 35 
 
 1 
 
 21 
 
 1 
 
 45 
 
 8 
 
 37 9 
 
 2 
 
 9 
 
 15 
 
 9 38 
 
 M. 
 
 10 
 
 4 59 
 
 7 
 
 1 
 
 7 
 
 31 
 
 2 
 
 10 
 
 2 
 
 36 
 
 9 
 
 27 & 
 
 62 
 
 '0 
 
 
 
 10 22 
 
 Tu. 
 
 11 5 54 i 
 
 8 
 
 1 
 
 8 
 
 34 
 
 3 
 
 4 
 
 3 
 
 33 
 
 10 
 
 19 10 
 
 48 
 
 U 
 
 46 
 
 11 15 
 
 W. 
 
 12 6 43 
 
 9 
 
 8 
 
 9 
 
 49 
 
 4 
 
 9 
 
 4 
 
 46 
 
 11 
 
 17 
 
 11 
 
 51 
 
 11 
 
 48 
 
 
 Th. 
 
 13 7 27 
 
 10 
 
 29 
 
 11 
 
 6 
 
 5 
 
 30 
 
 6 
 
 12 
 
 — 
 
 — 
 
 
 
 26 
 
 
 
 27 
 
 1 5 
 
 F. 
 
 li 8 9 
 
 11 
 
 40 
 
 
 .— 
 
 6 
 
 50 
 
 7 
 
 22 
 
 1 
 
 4 
 
 1 
 
 40 
 
 1 
 
 41 
 
 2 14 
 
 'a. 
 
 15: 8 49 
 
 
 
 12 
 
 
 
 39 
 
 1 
 
 7 
 
 52 
 
 8 
 
 19 
 
 2 
 
 15 
 
 2 
 
 45 
 
 2 
 
 1 
 
 47 
 
 3 19 
 
 S. 
 
 16 
 
 1 
 9 29 
 
 1 
 
 5 
 
 1 
 
 28 
 
 8 
 
 42 
 
 9 
 
 4 
 
 3 
 
 13 
 
 3 
 
 38 
 
 1 
 3 
 
 48 
 
 4 16 
 
 M. 
 
 17 
 
 10 9 
 
 1 
 
 48 
 
 2 
 
 7 
 
 9 
 
 24 
 
 9 
 
 42 
 
 4 
 
 1 
 
 4 
 
 23 
 
 4 
 
 41 
 
 6 3 
 
 Tu 
 
 18 
 
 10 51 
 
 2 
 
 25 
 
 2 
 
 42 
 
 9 
 
 59 
 
 10 
 
 16 
 
 4 
 
 44 
 
 6 
 
 4 
 
 5 
 
 25 
 
 5 46 
 
 \V. 
 
 19 
 
 11 36 
 
 2 
 
 69 
 
 3 
 
 17 
 
 10 
 
 34 
 
 10 
 
 52 
 
 6 
 
 24 
 
 6 
 
 13 
 
 6 
 
 B 
 
 6 25 
 
 Th. 
 
 20 
 
 morn. 
 
 3 
 
 34 
 
 3 
 
 61 
 
 11 
 
 9 
 
 11 
 
 26 
 
 6 
 
 
 
 6 
 
 1^ 
 
 6 
 
 43 
 
 7 
 
 P. 
 
 211 23 1 
 
 4 
 
 8 
 
 4 
 
 24 
 
 11 
 
 43 
 
 12 
 
 
 
 6 
 
 34 
 
 6 
 
 61 
 
 7 
 
 17 
 
 7 34 
 
 8. 
 
 22 
 
 1 13 ' 
 
 4 
 
 40 
 
 4 
 
 57 
 
 — 
 
 — ■ 
 
 
 
 17 
 
 7 
 
 7 
 
 7 
 
 24 
 
 7 
 
 60 
 
 8 7 
 
 v. 
 
 23 
 
 2 5 
 
 5 
 
 14 
 
 6 
 
 31 
 
 
 
 34 
 
 
 
 51 
 
 7 
 
 41 
 
 7 
 
 58 
 
 8 
 
 24 
 
 8 40 
 
 M. 
 
 24 
 
 2 68 
 
 5 
 
 49 
 
 6 
 
 8 
 
 1 
 
 8 
 
 1 
 
 25 
 
 8 
 
 16 
 
 8 
 
 ■M 
 
 8 
 
 66 
 
 9 14 
 
 Tu. 
 
 85 
 
 3 60 
 
 6 
 
 30 
 
 6 
 
 62 
 
 1 
 
 44 
 
 2 
 
 6 
 
 1 ^ 
 
 67 
 
 9 
 
 18 
 
 9 
 
 32 
 
 9 52 
 
 W. 
 
 26 
 
 4 40 
 
 V 
 
 18 
 
 7 
 
 44 
 
 <> 
 
 27 
 
 2 
 
 52 
 
 9 
 
 41 
 
 10 
 
 4 
 
 10 
 
 12 
 
 10 32 
 
 Th. 
 
 27 
 
 5 29 
 
 8 
 
 12 
 
 8 
 
 43 
 
 3 
 
 17 
 
 3 
 
 46 
 
 10 
 
 29 
 
 10 
 
 65 
 
 10 
 
 57 
 
 1 1 24 
 
 :P. 
 
 28 
 
 6 16 
 
 9 
 
 14 
 
 
 
 40 
 
 4 
 
 18 
 
 4 
 
 52 
 
 11 
 
 21 
 
 11 
 
 51 
 
 11 
 
 64 
 27 
 
 
 8. 
 
 29 
 
 1 
 
 7 2 
 
 1 
 
 10 
 
 23 
 
 10 
 
 59 
 
 6 
 
 30 
 
 6 
 
 6 
 
 
 
 
 22 
 
 
 
 1 
 
 .s\ 
 
 80' 7 49 
 
 11 
 
 32 
 
 
 
 
 6 
 
 43 
 
 7 
 
 14 
 
 1 
 
 66 
 
 1 
 
 31 
 
 1 
 
 33 
 
 2 6 
 
 M. 
 
 31 
 
 8 37 
 
 
 
 1 
 
 
 
 •2d 
 
 1 7 
 
 42 
 
 8 
 
 9 
 
 2 
 
 1 
 
 6 
 
 2 
 
 36 
 
 2 
 
 37 
 
 3 9 
 
Elements from the Admiralty Tide Tables. 
 
 237 
 
 i 
 
 5 
 
 2 
 
 .14 
 
 3 
 
 19 
 
 4 
 
 16 
 
 6 
 
 3j 
 
 6 
 
 4Sl 
 
 6 
 
 261 
 
 7 
 
 
 
 7 
 
 34 
 
 8 
 
 7 
 
 fi 
 
 40 
 
 9 
 
 14 
 
 JUNE, 1875. 
 
 
 
 
 
 
 BIIE8T. 
 
 
 HOLYnSAD 
 
 
 KINGSTOWN. 
 
 
 BKIiFAST 
 
 
 ^ 
 
 Q 
 1 
 
 Moon's 
 Transit. 
 
 
 
 
 
 
 
 
 
 
 
 i 
 
 
 
 
 
 
 1 
 
 
 
 
 1 
 
 
 
 
 1 
 
 
 
 1 
 
 
 i 
 
 
 _ 
 
 Morn. 1 
 
 Aft. 1 
 
 Morn. 1 
 
 Aft. 1 
 
 Morn 1 
 
 Aft. 1 
 
 Morn. 
 
 Aft. 1 
 
 ^ 
 
 
 
 
 
 
 
 
 1 
 
 i 
 
 
 
 H. 
 
 M. 
 
 
 
 
 '"" 
 
 
 ] 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M.^ 
 
 Tu. 
 
 1 
 
 9m29 1 
 
 
 
 57 
 
 1 
 
 24 
 
 7 
 
 31 
 
 7 
 
 56 
 
 8 
 
 22 
 
 8 
 
 50 
 
 8 
 
 4 
 
 8 
 
 29 
 
 W. 
 
 2 
 
 10 
 
 26 1 
 
 1 
 
 60 
 
 1 
 
 15 
 
 8 
 
 20 
 
 8 
 
 45 
 
 9 
 
 18 
 
 9 
 
 46 
 
 8 
 
 64 
 
 9 
 
 20 ' 
 
 TB. 
 
 3 
 
 11 
 
 27 1 
 
 2 
 
 40 
 
 3 
 
 fi 
 
 9 
 
 9 
 
 9 
 
 34 
 
 10 
 
 8 
 
 10 
 
 31 
 
 9 
 
 45 10 
 
 10 
 
 F. 
 
 4 
 
 0a33 1 
 
 3 
 
 31 
 
 3 
 
 67 
 
 9 
 
 59 
 
 10 
 
 23 
 
 10 
 
 56 
 
 11 
 
 21 
 
 10 
 
 36 11 
 
 o; 
 
 8. 
 
 5 
 
 1 
 
 40 
 
 4 
 
 23 
 
 4 
 
 48 
 
 10 
 
 46 
 
 11 
 
 10 
 
 ," 
 
 47 
 
 
 — 
 
 11 
 
 24 
 
 11 
 
 48 
 
 8. 
 
 6 
 
 2 
 
 44 i 
 
 5 
 
 13 
 
 5 
 
 38 
 
 11 
 
 35 
 
 
 
 
 
 13 
 
 
 
 39 
 
 ,,, 
 
 _ 
 
 
 
 13 
 
 M. 
 
 7 
 
 3 
 
 43 1 
 
 6 
 
 4 
 
 6 
 
 30 
 
 
 
 3 
 
 31 
 
 1 
 
 6 
 
 1 
 
 33' 
 
 
 
 41 
 
 1 
 
 8 
 
 Tu. 
 
 1 
 
 4 
 
 36 
 
 6 
 
 56 
 
 7 
 
 22 
 
 
 
 59 1 
 
 27 
 
 1 2 
 
 
 
 2 
 
 27 1 
 
 38 
 
 ') 
 
 At 
 
 7 
 
 W. 
 
 9 
 
 6 
 
 23 
 
 7 
 
 48 
 
 8 
 
 15 
 
 1 
 
 55 2 
 
 23 
 
 2 
 
 54 
 
 3 
 
 21 2 
 
 36 
 
 3 
 
 6 
 
 Th. 
 
 10 
 
 6 
 
 7 
 
 8 
 
 42 
 
 9 
 
 10 
 
 2 
 
 52 3 
 
 23 
 
 3 
 
 50 
 
 4 
 
 22 3 
 
 34 
 
 4 
 
 4 
 
 F. 
 
 11 
 
 6 
 
 48 
 
 9 
 
 38 
 
 10 
 
 10 
 
 3 
 
 55 4 
 
 27 
 
 4 
 
 64 
 
 5 
 
 22 4 
 
 34 
 
 6 
 
 'a 
 
 S. 
 
 12 
 
 7 
 
 28 
 
 10 
 
 41 
 
 11 
 
 12 
 
 5 
 
 1 
 
 5 
 
 30 
 
 6 
 
 50 
 
 6 
 
 18 
 
 5 
 
 32 
 
 6 
 
 » 
 
 S. 
 
 13 
 
 8 
 
 8 
 
 U 
 
 43 
 
 
 _ 
 
 1 
 5 
 
 58 
 
 6 
 
 1 
 26 
 
 6 
 
 45 
 
 7 
 
 12 
 
 6 
 
 28 
 
 6 
 
 67 
 
 M. 
 
 14 
 
 8 
 
 49 
 
 ' 
 
 14 
 
 
 
 41 
 
 6 
 
 52 
 
 7 
 
 17 
 
 7 
 
 39 
 
 8 
 
 
 
 7 
 
 26 
 
 7 
 
 61 
 
 Tn. 
 
 15 
 
 9 
 
 33 
 
 1 
 
 7 
 
 1 
 
 30 
 
 7 
 
 41 
 
 8 
 
 2l 
 
 8 
 
 32 
 
 8 
 
 56 
 
 8 
 
 16 
 
 8 
 
 36 
 
 W. 
 
 16 
 
 10 
 
 19 
 
 1 
 
 51 
 
 2 
 
 12 
 
 8 
 
 23 
 
 8 
 
 43 9 
 
 19 
 
 9 
 
 41 
 
 1 8 
 
 57 
 
 9 
 
 17 
 
 Th. 
 
 17 
 
 11 
 
 9 
 
 2 
 
 32 
 
 2 
 
 52 
 
 9 
 
 2 
 
 9 
 
 211,10 
 
 1 
 
 10 
 
 19 
 
 ' 9 
 
 37 
 
 9 
 
 56 
 
 F. 
 
 18 
 
 morn. 
 
 3 
 
 11 
 
 3 
 
 30 
 
 9 
 
 33 
 
 9 
 
 68 
 
 10 
 
 36 
 
 10 
 
 55 10 
 
 15 10 
 
 34 
 
 B. 
 
 19 
 
 
 
 1 
 
 3 
 
 49 
 
 4 
 
 8 
 
 10 
 
 17 
 
 10 
 
 34 
 
 1^ 
 
 14 
 
 11 
 
 32 :10 
 
 , i 
 
 53 
 
 11 
 
 U 
 
 .«?. 
 
 20 
 
 
 
 53 
 
 4 
 
 26 
 
 4 
 
 44 
 
 10 
 
 60 
 
 11 
 
 
 
 11 
 
 60 
 
 ~" 
 
 _^^ 
 
 11 
 
 28 
 
 11 
 
 44 
 
 M. 
 
 21 
 
 1 
 
 40 
 
 6 
 
 2 
 
 6 
 
 20 
 
 11 
 
 24 
 
 11 
 
 43 
 
 
 
 9 
 
 
 
 28 
 
 — 
 
 — 
 
 
 
 3 
 
 Tu. 
 
 22 
 
 2 
 
 37 
 
 5 
 
 39 
 
 6 
 
 
 
 — 
 
 — 
 
 (1 
 
 4 
 
 
 
 47 
 
 1 
 
 7 
 
 
 
 22 
 
 
 
 43 
 
 W. 
 
 23 
 
 3 
 
 27 
 
 6 
 
 21 
 
 
 
 42 
 
 
 
 27 
 
 
 
 60 
 
 I 
 
 29 
 
 1 
 
 61 
 
 1 
 
 6 
 
 1 
 
 28 
 
 Th. 
 
 24 
 
 4 
 
 13 
 
 7 
 
 4 
 
 7 
 
 27 
 
 1 
 
 13 
 
 1 
 
 37 
 
 2 
 
 13 
 
 2 
 
 37 
 
 1 
 
 62 
 
 2 
 
 17 
 
 F. 
 
 25 
 
 4 
 
 59 
 
 7 
 
 51 
 
 8 
 
 16 
 
 2 
 
 1 
 
 2 
 
 26 ' 3 
 
 1 
 
 3 
 
 26 
 
 2 
 
 43 
 
 3 
 
 9 
 
 8. 
 
 20 
 
 5 
 
 44 
 
 8 
 
 44 
 
 9 
 
 12 
 
 2 
 
 64 
 
 3 
 
 24 
 
 ' 3 
 
 52 
 
 4 
 
 23 
 
 3 
 
 36 
 
 4 
 
 6 
 
 .V. 
 
 27 
 
 6 
 
 30 
 
 9 
 
 40 
 
 10 
 
 12 
 
 3 
 
 60 
 
 4 
 
 28 
 
 4 
 
 54 
 
 5 
 
 24 
 
 4 
 
 35 
 
 6 
 
 6 
 
 M. 
 
 28 
 
 7 
 
 19 
 
 10 
 
 44 
 
 11 
 
 18 
 
 6 
 
 1 6 
 
 32 
 
 6 
 
 53 
 
 
 
 21 
 
 ' 6 
 
 35' 6 
 
 4 
 
 Tu. 
 
 29 
 
 8 
 
 n 
 
 11 
 
 63 
 
 1 
 
 — — 
 
 
 
 3 
 
 6 
 
 32 
 
 n 
 
 50 
 
 7 
 
 20 
 
 1 6 
 
 34, 7 
 
 6 
 
 W. 
 
 30 
 
 e 
 
 9 
 
 
 
 36 
 
 
 
 67 
 
 7 
 
 1 
 
 7 
 
 31 
 
 7 
 
 60 
 
 8 
 
 22 
 
 7 
 
 36 
 
 8 
 
 6 
 
 
 
 
 1 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 'l^i 
 
 im 
 
 m 
 
2S8 
 
 Elements from the Admirallij Tide Tables. 
 
 
 
 
 
 
 
 JULY, 1875. 
 
 
 
 
 
 
 
 
 
 
 BBIST. 
 
 
 LONOONDKBRT. 
 
 BLIGO BAT 
 
 
 ( 
 
 9A1.WAT 
 
 
 ►A 
 
 fe" 
 
 Moon's 1 
 
 
 
 
 
 
 ! 
 
 
 
 
 
 
 
 p 
 
 a 
 
 
 1 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ! 
 
 
 
 
 
 
 
 
 
 1 
 
 ""■*"" 
 
 ■ 
 
 M 
 
 3 
 
 Transit. | 
 
 
 1 
 
 
 
 
 1 
 
 
 
 
 1 
 
 
 1 
 
 1 
 
 
 i 
 
 
 
 % 
 
 1 
 
 1 
 
 
 
 Morn. 1 
 
 Aft. 1 
 
 Morn. 1 
 
 Aft. 1 
 
 Morn. 
 
 Aft. 1 
 
 Mom.[ 
 
 Aft. 
 
 ^ 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H 
 
 M. 
 
 H. 
 
 M.i 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M. 
 
 H. 
 
 M 
 
 H. 
 
 M. 
 
 Th. 
 
 1 
 
 10 m 
 
 12 
 
 1 
 
 29 
 
 1 
 
 69 
 
 6 
 
 47 
 
 6 
 
 16 
 
 3 
 
 6 
 
 3 
 
 33 
 
 2 
 
 20 
 
 2 
 
 50 
 
 F. 
 
 2 
 
 11 
 
 18 
 
 2 
 
 39 
 
 2 
 
 57 
 
 6 
 
 44 
 
 7 
 
 13 
 
 4 
 
 
 
 4 
 
 2 
 
 3 
 
 19 
 
 3 
 
 .47 
 
 8. 
 
 S 
 
 0a24 
 
 3 
 
 24 
 
 3 
 
 51 
 
 7 
 
 43 
 
 8 
 
 8 
 
 ' 
 
 66 
 
 5 
 
 2o 
 
 4 
 
 16 
 
 4 
 
 41 
 
 S. 
 
 4 
 
 1 
 
 26 
 
 4 
 
 18 
 
 4 
 
 43 
 
 8 
 
 33 
 
 8 
 
 55 
 
 5 
 
 49 
 
 6 
 
 13 
 
 6 
 
 7 
 
 6 
 
 33 
 
 M. 
 
 6 
 
 2 
 
 23 
 
 6 
 
 6 
 
 6 
 
 29 
 
 9 
 
 17 
 
 9 
 
 39 
 
 6 
 
 37 
 
 7 
 
 1 
 
 5 
 
 68 
 
 6 
 
 22 
 
 Tu. 
 
 6 
 
 3 
 
 14 
 
 5 
 
 51 
 
 6 
 
 13 
 
 10 
 
 1 
 
 10 
 
 22 
 
 7 
 
 24 
 
 7 
 
 46 
 
 6 
 
 46 
 
 7 
 
 8| 
 
 W. 
 
 7 
 
 1 
 
 
 
 6 
 
 36' 6 
 
 56 
 
 10 
 
 44 
 
 11 
 
 6 
 
 8 
 
 7 
 
 8 
 
 29 
 
 7 
 
 30 
 
 7 
 
 63 
 
 Th. 
 
 8 
 
 4 
 
 43 
 
 7 
 
 181 7 
 
 40 
 
 11 
 
 32 
 
 12 
 
 
 
 8 
 
 61 
 
 9 
 
 15 
 
 8 
 
 15 
 
 8 
 
 38 
 
 F. 
 
 
 
 5 
 
 24 
 
 8 
 
 2! 8 
 
 23 
 
 — 
 
 — 
 
 
 
 29 
 
 9 
 
 41 
 
 10 
 
 7 
 
 !l 
 
 1 
 
 9 
 
 23 
 
 S. 
 
 10 
 
 6 
 
 n 
 
 8 
 
 45| 9 
 
 8 
 
 
 
 69 
 
 1 
 
 29 
 
 10. 
 
 34 
 
 U 
 
 2 
 
 9 
 
 46 
 
 10 
 
 11 
 
 S". 
 
 11 
 
 6 
 
 46 ' 
 
 9 
 
 34 10 
 
 31 
 
 2 
 
 1 
 
 2 
 
 1 
 33 
 
 ill 
 
 31 12 
 
 01 
 
 110 
 
 38 
 
 11 
 
 9! 
 
 M. 
 
 12 
 
 7 
 
 29 
 
 10 
 
 35111 
 
 8' 
 
 3 
 
 4 
 
 3 
 
 33 
 
 1 ^— 
 
 — 
 
 29 
 
 11 
 
 40 
 
 — 
 
 -~ ' 
 
 Tu. 
 
 13 
 
 8 
 
 15 
 
 11 
 
 42 
 
 _ 
 
 — 
 
 4 
 
 
 
 4 
 
 27 
 
 i 
 
 58 1 
 
 30 
 
 
 
 11 
 
 
 
 42 
 
 W. 
 
 14 
 
 9 
 
 3 : 
 
 
 
 18 
 
 
 
 61 
 
 4 
 
 53 
 
 5 
 
 19 
 
 1 2 
 
 2' 2 
 
 35' 
 
 1 
 
 14 
 
 1 
 
 45 
 
 Th. 
 
 16 
 
 9 
 
 64 ' 
 
 1 1 
 
 20 
 
 1 
 
 49 
 
 6 
 
 42 
 
 6 
 
 5 
 
 1 3 
 
 li 3 
 
 26 
 
 2 
 
 11 
 
 2 
 
 37, 
 
 F. 
 
 16 
 
 10 
 
 47 
 
 i 2 
 
 11 
 
 2 
 
 33 
 
 6 
 
 27 6 
 
 49 
 
 I 3 
 
 45! 4 
 
 6 
 
 3 
 
 1 
 
 3 
 
 24; 
 
 8. 
 
 17 
 
 11 
 
 41 
 
 ; 2 
 
 54 
 
 3 
 
 14 
 
 i 7 
 
 11. 7 
 
 1 
 
 32 
 
 4 
 
 25 
 
 4 
 
 46 
 
 3 
 
 45 
 
 4 
 
 6i 
 
 1 
 
 S. 
 
 18 
 
 morn. 
 
 3 
 
 34 
 
 3 
 
 64 
 
 7 
 
 63 
 
 8 
 
 12 
 
 5 
 
 6 
 
 i 6 
 
 26 
 
 4 
 
 26 
 
 4 
 
 1 
 
 46 
 
 M. 
 
 19 
 
 1 
 
 33 
 
 4 
 
 14 
 
 4 
 
 32 
 
 ' 8 
 
 30 
 
 8 
 
 47 
 
 5 
 
 4r. 6 
 
 4 
 
 6 
 
 4 
 
 5 
 
 23! 
 
 Tu. 
 
 20 
 
 I 1 
 
 23 
 
 4 
 
 60 
 
 6 
 
 8 
 
 9 
 
 2 
 
 9 
 
 18 
 
 6 
 
 20' 6 
 
 38 
 
 5 
 
 41 
 
 5 
 
 59' 
 
 W. 
 
 21 
 
 2 
 
 12 
 
 5 
 
 26 
 
 5 
 
 44 
 
 ' 9 
 
 36 
 
 9 
 
 54 
 
 1 6 
 
 57 
 
 7 
 
 16 
 
 6 
 
 18 
 
 « 
 
 38 
 
 Th. 
 
 22 
 
 2 
 
 58 
 
 6 
 
 4 
 
 6 
 
 24 
 
 10 
 
 12 10 
 
 32 
 
 1 7 
 
 36 
 
 7 
 
 56 
 
 6 
 
 58 
 
 1 
 
 18 
 
 P. 
 
 23 
 
 3 
 
 43 
 
 () 
 
 44 
 
 T 
 
 4 
 
 10 
 
 53 11 
 
 15 ! 8 
 
 16 
 
 8 
 
 38 
 
 7 
 
 40 
 
 8 
 
 2 
 
 8. 
 
 24 
 
 4 
 
 28 
 
 7 
 
 26 
 
 7 
 
 48 
 
 11 
 
 1 
 I 
 
 41; — 
 
 
 » 
 
 
 
 9 
 
 24 
 
 8 
 
 24 
 
 8 
 
 46 
 
 h'. 
 
 25 
 
 6 
 
 15 
 
 Is 
 
 11 
 
 1 8 
 
 36 
 
 
 
 9 
 
 1 
 i 
 
 41 
 
 9 
 
 62 10 
 
 23 
 
 9 
 
 11 
 
 9 
 
 36 
 
 M. 
 
 26 
 
 6 
 
 6 
 
 9 
 
 3i 9 
 
 32 
 
 1 
 
 16 
 
 1 
 
 51 
 
 10 
 
 65 11 
 
 28 
 
 10 
 
 5 
 
 10 
 
 36 
 
 Tu. 
 
 27 
 
 6 
 
 59 
 
 10 
 
 6 
 
 iin 
 
 46 
 
 2 
 
 30 
 
 3 
 
 6 
 
 _ 
 
 — ' 
 
 2 
 
 11 
 
 10 
 
 11 
 
 5(1 
 
 W. 
 
 28 
 
 7 
 
 58 
 
 11 
 
 29 
 
 ! — 
 
 
 3 
 
 42 
 
 4 
 
 17 
 
 
 
 39 1 
 
 18 
 
 — 
 
 — 
 
 
 
 30 
 
 Th. 
 
 29 
 
 9 
 
 I 
 
 
 
 13 
 
 
 
 61 
 
 4 
 
 49 
 
 6 
 
 18 
 
 1 
 
 68 2 
 
 34 
 
 1 
 
 10 
 
 1 
 
 46 
 
 F. 
 
 30 
 
 10 
 
 6 
 
 1 
 
 27 
 
 1 
 
 58 
 
 » 
 
 46 
 
 6 
 
 14 
 
 :t 
 
 0, 3 
 
 33 
 
 2 
 
 17 
 
 2 
 
 48 
 
 8. 
 
 31 
 
 11 
 
 9 
 
 2 
 
 28 
 
 ! 2 
 
 r>6 
 
 e 
 
 43 
 
 7 
 
 12 
 
 4 
 
 Oi 4 
 
 27 
 
 3 
 
 19 
 
 3 
 
 47 
 
 
 1 
 
 1 
 
 
 
 I 
 
 1 '■ 
 
 
 
Elements from the Admiralty Tide Tables. 
 
 239 
 
 
 AUGUST, 1H75. 
 
 I 
 
 ^ is 
 
 Moon's 
 Transit. 
 
 M. 
 
 Tu. 
 W. 
 
 Th. 
 
 F. 
 B. 
 
 M. 
 Tu. 
 W. 
 Th. 
 
 H. M. 
 
 Oa 8 
 
 1 2 
 
 1 51 
 
 2 
 
 3 
 
 4 
 
 4 
 
 36 
 
 18 
 
 
 
 41 
 
 24 
 9 
 
 Fr. 13 
 
 8. 14 
 
 6 
 6 
 
 6 66 
 
 7 46 
 
 8 38 
 
 9 32 
 10 25 
 
 M. 
 
 Tu. 117 
 W. '18 
 Th. !l9 
 2il 
 21 
 
 15 11 17 
 
 F. 
 B. 
 
 !m. 
 
 Tu. 
 
 W. 
 
 Th. 
 
 F. 
 
 16| morn. 
 6 
 
 54 
 
 1 40 
 
 2 26 
 3 
 
 13 
 
 22 
 23 
 24' 
 .26 
 26 
 27 
 28 
 
 2 
 65 
 62 
 
 .S\ 1 29 
 M. ,30 
 Tu. 31 
 
 BRIBT. 
 
 Morn. 
 
 H M. 
 
 7 
 
 8 
 
 9 
 
 10 
 
 
 1 
 
 H M, 
 
 53 
 34 
 27 
 
 38 
 16 
 54 
 30 
 5 
 40 
 16 
 
 56 
 41 
 
 8 
 
 52 
 
 7 
 
 65 
 
 8 
 
 67 
 
 9 
 
 67 
 
 10 
 
 62 
 
 11 
 
 42 
 
 na28 
 
 6 
 7 
 
 8 83 
 
 9 4H 
 11 21 
 
 10 
 
 1 30 
 
 22 3 
 
 9i4 
 
 5i: 5 
 
 30 5 
 
 5 6 23 
 
 41 1 6 59 
 
 17 7 35 
 
 8 11 
 8 59 
 10 
 
 3 
 
 4511 28 
 
 — 11 
 
 48 1 
 
 52 2 
 
 22 
 16 
 
 HOLTHSAO. 
 
 1 Morn. 
 
 Aft. 
 
 1 
 
 1 
 
 IH. 
 
 M. 
 
 H. 
 
 M 
 
 9 
 
 50 
 
 10 
 
 14 
 
 10 
 
 34 
 
 10 
 
 64 
 
 11 
 
 13 
 
 11 
 
 33 
 
 11 
 
 63 
 
 
 — 
 
 
 
 IS 
 
 <» 
 
 32 
 
 
 
 52 
 
 1 
 
 11 
 
 1 
 
 30 
 
 1 
 
 49 
 
 2 
 
 9 
 
 2 
 
 29 
 
 2 
 
 49 
 
 3 
 
 14 
 
 3 
 
 44 
 
 4 
 
 16 
 
 4 
 
 53 
 
 C 
 
 33: 
 
 6 
 
 12 
 
 6 
 
 5l! 
 
 7 
 
 25 
 
 7 
 
 57i 
 
 8 
 
 i 
 
 24 
 
 8 
 
 47 
 
 QUBBNSTOWN. 
 
 Morn. Aft 
 
 67 
 35 
 12 
 47 
 23 
 58 
 30 
 
 17 
 5 
 4 
 
 10 30 
 
 54 
 2 
 
 H. M. H. M. 
 
 WATBRVORD 
 
 o6 
 
 25 
 
 9 
 
 6 49 
 
 1 
 49 
 29 
 
 7 
 
 241 7 42 
 
 
 
 8 32 
 
 8 16 
 8 48 
 
 10 31 
 
 11 46 
 
 5 9 
 41 10 
 11 
 
 27 
 49 
 57 
 
 22 
 
 4 
 7 
 
 9 
 26 
 
 e4 
 
 Morn. 
 
 H. M 
 
 68 
 46 
 
 6 29 
 
 7 11 
 
 7 46 
 
 8 19 
 8 50 
 
 Aft. 
 
 H. M. 
 
 2 20 2 50;! 8 56 
 
 3 12 3 34 
 3 53 4 II 
 
 23 
 8 
 
 6 50 
 
 7 28 
 
 8 2 
 8 36 
 
 9 20 1 9 36 
 
 9 58110 25 
 
 10 53 11 27 
 
 31 
 
 40 1 19i 
 
 1 67 2 35 
 3 10 3 39 
 
 29 
 13 
 50 
 26 
 2 
 38 
 14 
 
 61 
 31 
 
 10 30 
 
 11 51 
 34 
 
 I 56 1 18 2 4 
 ?, 4« 3 22 
 
 3 54 4 22 
 
 4 49 6 11 
 
 5 29' 6 47 
 
 m 
 
 M 
 
240 
 
 Elements from the Admiralty Tide Tables. 
 TABLE OF TLDAL CONSTANTS. 
 
 
 
 
 
 
 
 CONSTANTB. 
 
 
 
 NAME OF POBT. 
 
 
 
 
 
 Standard Port for 
 Befercnoe. 
 
 
 
 
 Time. 
 
 Height. 
 
 
 
 H. u. 
 
 FT. 
 
 IN. 
 
 
 Bantry Harbor 
 
 — 1 14 
 
 — 1 
 
 7 
 
 Queens town 
 
 Valentia Harbor 
 
 — 1 19 
 
 — 
 
 8 
 
 II 
 
 Limerick, R. Shannon 
 
 - 1 45 
 
 . 1 
 
 9 
 
 Galway 
 
 Mellon, " 
 
 + 1 26 
 
 
 
 II 
 
 Foynes Island, " 
 
 + 1 
 
 + 
 
 7 
 
 II 
 
 Killybegs 
 
 + 13 
 
 
 
 Sligo 
 
 Coleraine 
 
 — 1 37 
 
 — 1 
 
 6 
 
 Londonderry 
 
 Port Bush 
 
 — 1 53 
 
 — 2 
 
 6 
 
 II 
 
 Ballycastle Bay 
 
 — 4 18 
 
 
 
 Belfast 
 
 Lough. Strangford, Quay 
 
 + 1 21 
 
 
 
 Kingstown 
 
 Arklow 
 
 — 2 25 
 
 
 
 It 
 
 Wexford 
 
 + 2 1 
 
 — 7 
 
 4 
 
 Waterford 
 
 New Boss 
 
 + 44 
 
 + 
 
 
 . II 
 
 Castletownsend 
 
 — 40 
 
 — 1 
 
 
 
 Queenstown 
 
 St. Ives 
 
 — 2 10 
 
 
 
 Weston-super-mare 
 
 Lundy Island 
 
 — 1 39 
 
 
 
 U 
 
 Ilfracombe 
 
 — 1 12 
 
 
 
 11 
 
 Llanelly 
 
 + 04 
 
 
 
 Pembroke 
 
 Cardigan 
 
 — 3 10 
 
 
 
 Holyhead 
 
 Aberystwyth 
 
 — 2 40 
 
 — 3 
 
 
 
 11 
 
 Barmouth 
 
 — 2 31 
 
 
 
 II 
 
 Beaumaris 
 
 — 51 
 
 — 4 
 
 7 
 
 Liverpool 
 
 Annan Foot 
 
 + 33 
 
 
 
 ii 
 
 Port Carlisle 
 
 + 47 
 
 
 
 <i 
 
 Riinisey 
 
 + 1 1 
 
 -, 3 
 
 3 
 
 Holyhead 
 
 Glasgow 
 
 + 1 i7 
 
 
 
 Greenock 
 
 Crinac 
 
 + 4 41 
 
 
 
 II 
 
 Lerwick 
 
 r 2 2 
 
 
 
 Thurso 
 
 Cromarty 
 
 — 2 21 
 
 
 
 Leith 
 
 Peterhead 
 
 — 1 43 
 
 
 
 II 
 
 "Whitby 
 
 + 23 
 
 
 
 Sunderland 
 
 Scarborough 
 
 r 49 
 
 + 1 
 
 S 
 
 II 
 
 Filey Bay 
 
 + 58 
 
 
 
 ti 
 
 Bridlington 
 
 — 1 50 
 
 
 
 Hull 
 
 Chatham 
 
 + 34 
 
 
 
 SheerncHB 
 
 i.ondoii Docks 
 
 — 5 
 
 — 
 
 
 
 Loudon 
 
 Mnrpite 
 
 — 2 18 
 
 
 
 II 
 
 Newhaven 
 
 + 39 
 
 
 
 Dover 
 
 Shori'lmm 
 
 4 22 
 
 — 1 
 
 2 
 
 11 
 
 H(>utlmnii)ton 
 
 — 1 11 
 
 
 
 pDrtRmouth 
 
 ChriKtchurch 
 
 — 2 41 
 
 
 
 a 
 
 Exmouth 
 
 + 38 
 
 
 
 Devonport 
 
 Pi-nzance 
 
 — 1 13 
 
 
 
 II 
 
 Gibraltar 
 
 — 1 27 
 
 
 
 Brest 
 
 Bonleaux 
 
 -f 3 3 
 
 
 
 II 
 
 JerHiy (8t. Hdier) 
 
 + 2 38 
 
 
 
 II 
 
 Helgoland 
 
 — 33 
 
 — 2 
 
 10 
 
 Harwich 
 
Elements from the AifmiraUi/ Title TaMes. 
 
 '241 
 
 Time of High Wiitor on Full and Gliange days at Ihe following 
 places, arranged alphabetically, with the Rise of the Tide at 
 Springs and Neaps. 
 
 PLACE. 
 
 Acapulco, Mexico, W. Coast 
 
 Basrah (Bar) Persian Oulf 
 
 Batavia, Java 
 
 Bencoolen, Sumatra 
 
 Brest, France 
 
 Dalhousio Harbour, G. St. Lawrence 
 
 Halifax, Nova Scotia 
 
 Hammerfest, Norway 
 
 Hobarton, Tasmania 
 
 Honoruru, Sandwich Islands 
 
 Iquiqui Road, Peru 
 
 John St., Bay of Fundy 
 
 Macao, China, E. Coast 
 
 Madras Road, Coromandel Coast 
 
 Magdalen Islands, G. St. Lawrence 
 
 Melbourne, Australia, 8. C. 
 
 Nagasaki Bay, Japan 
 
 Nanaimo Harbor, G. of Georgia, Vancouver Id. 
 
 Parsboro, Bay of Fundy 
 
 Pictou Harbor, Nova Scotia 
 
 Pillar Cape, Tasmania 
 
 Portland, United States 
 
 Quebec, II. St. Lawrcnci 
 
 Rio Janeiro, Brazil 
 
 Shanghai, Yang-tse-Kiang, China, E. Coast 
 
 Suez Bay (head of Gulf) Red Sea 
 
 Sydney Harbor, Cape Breton 
 
 Table Bay, Africa, W. Coast 
 
 Texel, (outside shoals) Netherlands 
 
 Tobago, Caribbi-au Sea 
 
 Yoko-hamu, Ytdo Bay, Japan 
 
 Zanzibar, Africa, E. C, 
 
 High 
 
 Water 
 
 Full and 
 
 Change. 
 
 H. u. 
 
 3 6 
 noon 
 10 
 
 
 47 
 10 
 49 
 10 
 
 8 15 
 
 4 
 
 8 46 
 
 11 21 
 
 10 
 
 r 
 
 8 
 2 
 7 
 6 
 
 
 10 
 1 
 
 11 
 
 
 34 
 20 
 48 
 15 
 
 
 17 
 
 
 
 
 25 
 
 6 38 
 
 3 
 
 40 
 
 11 
 
 
 
 40 
 
 30 
 
 
 
 
 
 15 
 
 RiSI. 
 
 Springs. Neaps', 
 
 ft. 
 U 
 
 2 
 
 3-5 
 19 
 9 
 6 
 9 
 
 4i 
 2 
 5 
 27 
 6J 
 3} 
 3 
 
 9 
 
 14 
 43 
 
 6 
 
 6 
 10 
 18 
 
 4 
 10 
 
 7 
 
 6 
 
 6 
 
 4 
 
 4 
 
 6i 
 15 
 
 ft. 
 
 13} 
 5 
 3J 
 
 23 
 
 n 
 
 37} 
 
 4 
 
 8} 
 13 
 3 
 7 
 4 
 4 
 34 
 
 3i 
 
 2 
 
 4J 
 
 10 
 
 30 
 
ANSWERS TO EXERCISES. 
 
 These Exercises are worked by the Tables of Xorie, Bowditch 
 and Raper ; but the answer by Norie will cover that of either of 
 the two other Tables where the solutions agree; where they 
 disagree, separate answers will be given. 
 
 MIILTIPI.ICATION BY LOGARITHMS. 
 
 
 Norie 
 
 Norie. 
 
 Bowditch. 
 
 Ex. 4.— 
 
 18-679 
 
 Ex. 10. 38550-09 
 
 38551 
 
 " 5. 
 
 268-00 
 
 •' 11. 12 
 
 51717 
 
 1251735 
 
 " 6. 
 
 239-41 
 
 " 12.— 1000000 
 
 
 " 7.— 
 
 10905-5 
 
 " 13.— 13372 
 
 13373 
 
 " 8.— 
 
 18779-2 
 
 " 14. 2859809 
 
 2859812 
 
 " 9.— 
 
 18627 
 
 " 15. 34300 
 
 
 
 
 Norie. 
 
 Bowditch. 
 
 
 Ex. 16.— 
 
 77511 
 
 77510 
 
 
 
 '' 17. 
 
 -5016 
 
 
 
 
 '' 18. 
 
 -000003258 
 
 
 
 
 " 19.— 
 
 161-94 
 
 
 
 . 
 
 " 20.— 
 
 380-4 
 
 380-5 
 
 
 
 DIVISION BY LOGARITHMS. 
 
 
 
 Norie. 
 
 Norie. ilBowditch. 
 
 Ex. 1- 
 
 - 626-57 
 
 Ex. 13. 
 
 -7136 
 
 
 '' 5.- 
 
 - :n-852 
 
 " 14.— 
 
 87338 
 
 87340 
 
 " 6.- 
 
 - 18-852 
 
 '' 15. 
 
 05171 
 
 
 " ".- 
 
 - 7-4538 
 
 " 16. 
 
 6798 
 
 
 •' 8.- 
 
 - 7486-4 
 
 '' 17.— 
 
 91-91 
 
 
 " 9.- 
 
 - 3453-4 
 
 " 18.— -0001025 
 
 
 " 10.- 
 
 - 30394 
 
 " 19. 
 
 08773 
 
 
 '' 11.- 
 
 - 21-32 
 
 " 20.— 
 
 6-672 
 
 
 '' 12.- 
 
 - 21-19 
 
 
 
 
 
 PARALLEL SAILEN^G. 
 
 
 Ex. 2. 
 
 - 198-1 
 
 Ex. 6.— 324-1 
 
 Ex. 10.— 
 
 69-84 
 
 " ;{.- 
 
 - 76-73 
 
 " 7.— 39-00 
 
 " 11. 
 
 57-31 
 
 " 4.- 
 
 - 19-16 
 
 - 8.— 161-4 
 
 " 12. 
 
 140-2 
 
 '' 5.- 
 
 - 12-93 
 
 " 9.— 329 
 
 
 
Amwers to Exercises. 
 
 243 
 
 COURSE AND DISTANCE BY MERCATOR. 
 
 COURSE. DIST. COURSE. DI8T. 
 
 Ex. 3.— N. 730 12' E. 460-2 | Ex. 10.— S. 51 32' E. 6525 
 
 ERRATA. 
 
 Page 242 
 
 a 
 
 243- 
 
 11 
 
 244- 
 
 it 
 
 245- 
 
 t. b 
 
 246. 
 
 i.i 
 
 248. 
 
 bh 
 
 250. 
 
 ll 
 
 252. 
 
 11 
 
 253. 
 
 u 
 
 255. 
 
 L^ 
 
 256. 
 
 258 
 
 —Logarithms. Ex.4 — Answer 18 678. 
 -Day's Work. Ex. 6.— Distance 91'. 
 
 - " " Ex. 9.— Departure course, S. 80"^ E. ; 
 
 Course S. 65o E Dist. 66^'. Long, in 147" 30' W. 
 — Mer. Alt. of the Sun. Ex. 8. — The Lat. should be named S. 
 
 Ex-. 11.— Latitude 400 19' n" N. 
 —Greenwich Date. Ex. 9.— G. A. T. May 1st. 4^ O™ 0^. 
 
 Amplitude. Ex. 7.— Declination, 22« 37' 20". 
 —Azimuth. Ex. 14.— Raper, True Azimuth N. 49o 57' W. 
 —Chronometer. Ex. 13.— G. M. 'I. March 25^ 5^ 14ra l^. 
 —Star. Ex. 14.— Bowditch, Latitude, 6" 5' 27" S. 
 Tides. Ex. 23.— No A. M. 0^ Hm P. M. 
 
 — *' Ex. 50.-11*^ 45ni A. M. No P. M. 
 
 —Set No. 1 Day's Work.— Longitude in 19" 30' E. 
 
 Deviation. —The names of the Deviation as 
 
 given should be reversed. 
 Correct Mag. Courses, N. 21" 51' E ; S. !•> 51' W. 
 Cor Mag. Bearings S. 70» I'.W; N. 19o 59' W. 
 2. Deviation — Course to steer, S. 67" W. 
 4. Deviation — Course to steer, N. 48 E. 
 
 II 
 
 Set No. 
 -Set No. 
 
 !S 
 
 current course N. 40" E. 18'; N. 27"E. 32'-9; N. 43° E. 3H'-3 ; 
 N. 47" E. 42'-8; N. 41" E. 35'-5 ; N. 10" W. 32'-7 : N. 15" E. 29'-5. 
 Dlft". lat. 20r-8 ; Ueparturo 110'- 1. 
 
 CounsK N. 29" E. Distance 23 1 ; Lat. tN 36" V N. Lon(;. in 24o 57'V\ . 
 
ANSWERS TO EXERCISES. 
 
 Ex. 2. 198-1 
 " 3. 76-73 
 
 Ex. 6.— 
 
 " 7. 
 
 324-1 
 39-00 
 
 Ex. 10.— 
 " 11. 
 
 69-84 
 57-31 
 
 " 4. 19-16 
 '' 5. 12-93 
 
 '^ 8.— 
 " 9.— 
 
 161-4 
 329 
 
 " 12.— 
 
 140-2 
 
Answers to Exercises. 
 
 243 
 
 COURSE AND DISTANCE BY MERCATOK. 
 
 
 
 COURSE. 
 
 DIST. 
 
 
 COURSE. 
 
 DIST. 
 
 Ex 
 
 3.— 
 
 N. 73° 12' E. 460-2 
 
 Ex. 10.— S. 51o 32' E. 
 
 P525 
 
 u 
 
 4. 
 
 S. 13 44 W. 4443 
 
 " 11. S. 48 16 W. 
 
 6460 
 
 (. 
 
 5. — 
 
 N. 49 54 E. 3732 
 
 " 12.— N. 63 59 E. 
 
 6935 
 
 (4 
 
 6.— 
 
 S. 49 18 W. 1107 
 
 " 13.— N. 88 4 W. 
 
 10493 
 
 11. 
 
 7.— 
 
 S. 87 10 E. 6029 
 
 " 14. S. 70 12 E. 
 
 8098 
 
 U 
 
 8. 
 
 S. 68 17 W. 502-7 
 
 " 15.— N. 56 11 E. 
 
 10362 
 
 (.i 
 
 9. 
 
 S. 66 44 W. 1230 
 
 
 
 
 
 CORRECTING COURSES. 
 
 
 Ex. 
 
 5.- 
 
 ■ N. 77o E. 
 
 Ex. 9. 
 
 N. 34o E. 
 
 Ex. 13.— S. 
 
 87o W 
 
 (( 
 
 6.— 
 
 N. 67 W. 
 
 " 10. 
 
 S. 39 W. 
 
 " 14.— N. 
 
 64 W 
 
 (( 
 
 7.- 
 
 S. 88 E. 
 
 " 11.— 
 
 S. 83 E. 
 
 " 15.— S. 
 
 7 W 
 
 u 
 
 8.— 
 
 S. 83 W. 
 
 U |c> 
 
 N. 88 E. 
 
 
 
 DAY'S WORK. 
 
 Ex.4. — Corrected Courses. — Dei). Course, North 14'-5; Cur- 
 rent Course S. 26" W., 23'; N. 22o W., 22'; N. 14" W., 24'-8 ; 
 N.450 W., 24'-2; N. 64" W., 22'-5 ; N. 8" W., 21'-5 ; S. 38" W., 25' -5. 
 Diff. lat. 66-5 ; departure 80' 3. 
 
 Course N. 50" W. Distance 105. Lat. in 51" 8' S. Lomj. in 
 178" 38' E. 
 
 Ex. 5. — Corrected Courses. — Dep. Course S 30" W. 11'; 
 N. 36" E. l8'-9 ; S. 13" W. 19'-5 ; S. 17" W. 20'-7; N. 58" E. 18'; 
 East 16'-8: S. 18" W. 17' -9. Dift; lat. 40'-5 ; departiu-e 21 '7. 
 
 Course S. 28" E., Distance 46' ; Lat. in 44" 27' S ; Lono. in 90" O'E. 
 
 Ex. 6. — Corrected CourscvS. — Dep. course, West 9'; Current 
 course. South 14' ; S. 56" E. 19'-7 ; N. 54" W. 19'-3 ; S. H- W. 20'-8 ; 
 S. 39" W. 24-9 ; S. 24" E. 25- 1 ; S. 69" W. 20-6. Diff. lat. 8i'0 : 
 departure 35' -9. 
 
 Course S. 23" W. Distance 93' ; Lat. in 34" 2' N. ; LoNCi. in 9" 26 E. 
 
 Ex. 7.— Corrected Courses. — Current course S. 79" E. 21'; 
 
 N. 22" W. 15'-8; N. 13" W. 18' -5 ; N. 03" W. 19'-8 ; N.80"\V. l8'-2 : 
 N. 56" E. 16-2; N. 41" E. 17-7. Diff. lat. 63' -i ; departure O'O. 
 Course. North Dist. 63'-4; Lat. in 0" 17' N. Lonu. in 36" 24' W. 
 
 Ex 8.— Corrected Courses. — Departure course N. 4" E. 14'; 
 current course N. 40" E. 18'; N. 27" E. 32'-9 ; N. 43" E. 38'-3 ; 
 N. 47"E. 42'-8; N. 41" E. 35 -5 ; N. 10" W. 32'-7 : N. 15o E. 29'-5. 
 Diff. lat. 201-8 ; departure 110 1. 
 
 CouhseN.29"K. Distance 231; Lat. in 36" V N. LoNr..!N24o57'W. 
 
 "IS m 
 
 ■■'t "I 
 
 t 
 
244 
 
 Answers to Exercises. 
 
 Ex. 9. — Corrected Coiirses. — Departure course S. 80" W. 1 0' ; 
 Current course S. 32" E., 27' ; N. :}7" W. 32-9 ; S. I8« E., 32'-5 ; 
 N. 73" W., 27'-2 ; S. 59" E., 26 ; N. 88" E., 24-7 ; N. 77" E. 25'-5 ; 
 Diflf. lat. 28'0 ; departure 40-7. 
 
 Course S. 56" E. Dist.49 ; Lat. in 37" 42' N. Long in 1 47" 55' W. 
 
 Ex. 10.— Diff. iat. 56.0; departure !45'-9. 
 Course N. 69" W. Distance 156'; Lat. in 45" 26' N. Long. 
 IN 28" 45' W. 
 
 Ex. 1 1 — Dif. lat. 42'-8 ; departure 103'-2. 
 
 Course N. 07" E. Distance 112'; Lat. in 47" 39' S. Long. 
 IN 97" 00' E. 
 
 Ex. 12.— Dift*. lat. 47' 5; departure 140' -9. 
 
 CuuRSE S. 72" E. Distance 154'; Lat. in 47" 22' N. Long. 
 IN 26" 10' W. 
 
 Ex. 13.— Diff. lat. lOO'O ; departure 90'-2. 
 
 Course S. 42" E. Distance 135'; Lat. in 33" 55' 11. Loni;. 
 IN 1" 3' E. 
 
 Ex. 14.— Ditf. lat. 201*7; departure 00. 
 
 Course. North Distance 201*7; Lat. in 40" 53' S. Long, in 
 104" 10' E. 
 
 Ex. 15.— I>iff. lat. 65*9 ; departure 1110. 
 
 Course S. 59" W. Distance 130' ; Lat. in 29" 6' N. Long. 
 IN 178" 22' E. 
 
 MERIDIAN ALTITUDE OF THE SUN. 
 
 Ex. 3.— Green. App. Time, April 25^ 16^^ 44"' 0*. True declin- 
 ation 13«37',21" N. 
 
 Norie True AltiLade 52" 23'/22" N. Latitude 23" 59' 17' S. 
 
 Bowditch " *' 52 23 "Wi N. ^' 23 59 23 S. 
 
 Raper " '^ 52 23 15 N. '' 23 59 24 S. 
 
 Ex. 4.— Green. App. Time, July 10^ lO^ 34m -iO". True declin- 
 ation 22" 5' 24" N. 
 
 Norie True Altitude 18" 54' 3 N. Latitude 49" 0' 33" S. 
 
 Bowditch " '' 18 53 54 N. " 49 42 S. 
 
 Itaper " '* 18 53 57 N. '^ 49 39 S. 
 
 Ex. 5.— Green. App. Time, Nov 7d 23^ 12"' 56^ True declin- 
 ation 16" 45'/d"S. 
 
 Norie True Altitude 73" 29' 58" S. Latitude 0" 15' 39" S 
 
 Bowditch •• *• 73 29 52 S. '' 15 33 S. 
 
 Raper " '' 73 29 48 S. " 15 29 S. 
 
Answers to Exercises. 
 
 245 
 
 Ex. G.— Green. App. Time, Mar. 21^ 0^ 33«n 28s, True declin- 
 ation 2o 51' 40' N. 
 
 Norie True Altitude 32<' 35' 11" S. Latitude 60" IG' 29" N. 
 
 Bowditoh " " 32 35 4 S. " 60 16 36 N. 
 
 llaper " " 32 35 6 S. " 60 16 34 N. 
 
 Ex. 7.— Green. App. Time, Sept. 22^ 17h 2"' 40". True declin- 
 ation 0<> 1 1' 37" S. 
 
 Norie True Altitude 18o 25' 9" N. Latitude 7I« 46' 28" S. 
 
 Bowditch " " 18 24 59 N. '' 71 46 38 S. 
 
 Raper '^ " 18 24 56 N. '' 71 46 41 S. 
 
 Ex. 8.— Green. App. Time, Jan. 24d4h53ml2«. True declin- 
 ation 19^' I4'29"S. 
 
 Xorie True Altitude 900 7' 58" N. Latitude 19o 6'31"N. 
 
 Bowditch ^' '' 90 7 53 N. '^ 19 6 36 N. 
 
 Raper '' " 90 7 54 N. " 19 6 35 N. 
 
 Ex. 9. — Green. App. Time, July 4^ 8^ 56n> 12». True declin- 
 ation 22o 48' 36" N. 
 
 Norie Tnie Altitud.^ 51" 27' 12" S. Latitude 61o 21' 24" N. 
 
 I^wditch ^' ^' 51 27 7 S. '^ 61 21 29 N. 
 
 Rivper '' " 51 27 8 S. '^ 61 21 28 N. 
 
 Ex. 10.— Green. App. Time, Mar. 19^ 21^ i8ni 48«. True declin- 
 ation C" 3' 43" N. 
 
 Norie True Altitude 39" 37' 53" S. Latitude 500 25' 50" N. 
 
 Bowditch - " 39 37 47 S. '' 50 25 56 N. 
 
 Raper -' " 39 37 51 S. '' 50 25 52 N. 
 
 Ex. 1 1.— Green. App. Time, Sept. 22'' 5^ 5n» 38". True declin- 
 ation Oo 0' 0". 
 
 Norie True Altitude 49'> 40' 43" S. Latitude 40" 19' 17" N. 
 
 Bowditch '^ " 49 40 34 S. '' 40 19 26 N. 
 
 Raper " " 49 40 39 S. '' 40 19 21 N. 
 
 Ex. 12.— Green. App. Time, May 1 5'M »> 7"' 0\ True declin- 
 ation 19" 1' 40" N. 
 
 Norie True Altitude 38o 32' 52" N. ^ " 32" 25' 28" S. 
 
 Bowtlitch '' " 38 32 44 N. '' 32 25 36 S. 
 
 Raper " " 38 32 42 N. '' 32 '^5 38 S. 
 
 Ex. 13.— Green. App. Time, Mar. 19'i 22h 23-" O- True declin- 
 ation Oo 4' 19" N. 
 
 Norie True altitude 38<> 56' 1 1"S. Latitude 51" 8' 8" N. 
 
 Bowditch " ^' 38 56 6 S. '' 51 8 13 N. 
 
 Raper " " 38 55 59 S. '' 51 8 20 N. 
 
 
•>4 6 
 
 Answers to Exercises. 
 
 Ex. 14.— Greon. App. Time, June 28<J 13^ le^ 40" True declin- 
 ation 23o 14' 30" N. 
 
 Norle True altitude 7 h 13' 11" N. Latitide 4o 27 41" N. 
 
 Bowditch " " 71 13 5 N. " 4 27 35 N. 
 
 Raper " " 71 13 IN. "4 27 31 N. 
 
 Ex. 15.— Green App. Time, Feb. 29* 20^ 20'" 20* True declin 
 ation T 23' 27" S. 
 
 Norie True Altitude 62" 16' 13" S. Latitude 20° 20' 20" N. 
 
 Bowditch " '' 62 16 6 S. " 20 20 27 N. 
 
 Raper *' " 62 16 9 S. •' 20 20 24 N. 
 
 GREENIYICH OATE. 
 
 d h in 8 
 
 d h ir s 
 
 Ex, 3.-^G, A. T, Feb. 2 8 42 28 Ex. 7.— G. M. T. Apr. 28 23 4 
 « 4.— G. A. T. Oct. 11 14 38 43 " 8.— G. M. T. July 8 17 21 35 
 <' 5.— G. M.T.Aug. 20 18 45 4 " 9.— G. A. T.Apr. 30 4 
 " 6,— G. A, T. Mar. 15 18 52 14 " 10.— G. M. T. Nov. 30 21 21 21 
 
 Ex. 
 
 u 
 u 
 u 
 
 u 
 u 
 
 AMPIITUDE. 
 
 Green. Date. Truedecl. True Amp. EiTor. Dev. 
 
 dhinso"" o' o' o' 
 
 u 
 
 U' 
 
 u 
 
 2._Nov. 9 23 4 4 17I9 39S. W.18 
 3.— Apr. 15 10 3612 10 9 2N.W.11 
 4.— Oct. 30 5 28 14 4 26S. E.24 
 5._Feb. 7 23 2 4 15 40S. W. 19 
 6.— July 117 59 32 23 2 IN. E.58 
 7.- -.Tan.' 5 8 3 1 56: 22 27 20 S. W. 22 
 
 8.— True amplitude W. 3" 59' S. 
 
 •' E. 36 N. 
 " West 
 
 " W. 50 27 8. 
 
 " E. 61 7 N. 
 
 *' W. 50 12 8. 
 
 " E. 15 4 N. 
 
 I S. 132 5 W. 
 
 2N. 
 31 S. 
 11 S. 
 33 N. 
 52 S. 
 
 7 32E. 
 15 51E. 
 23 51 W. 
 49 3W, 
 19 19 E. 
 
 Deviation 
 
 9.— 
 10.— 
 11.— 
 12.— 
 13.— 
 14.— 
 
 u 
 u 
 
 30 41 W. 
 
 5 24 W. 
 
 3 26 W. 
 
 15 51 W. 
 
 11 12 E. 
 
 i 26 19 E. 
 
 18<> 31' E. 
 
 8 23 W. 
 
 4 33 E. 
 
 33 
 
 21 
 15 
 24 
 
 5i 
 
 3 
 
 15.— 
 
 it 
 
 I 
 
 W. 20 34 N. 
 
 3 56 
 H 4i 
 
 E. 
 
 E. 
 
 E 
 
 W. 
 
 K. 
 
 AZIMUTH. 
 
 Ex. 3. — Green. Moan Time, Jan, 27*^ 21'' 47"' i\ Polar dislaiuo 
 710 41 6". 
 
 O ' " ... O ' o • 
 
 Norio Horn. 5 39 3 T. Az. N 95 38 W Er. 8 38 W Dev. 17 10 W. 
 
 Bowditch " 5 3<) 6 '' " 
 
 Raper '^ 5 39 6 '" N95 39W " 8 39 W '^ I7I7W. 
 
Answers to Exercises. 
 
 247 
 
 Ex. 4.— Green. Mean Time, Feb. 25d 4h 8m 448. Polar distance 
 99o 9' 12'. 
 
 O ' " o ' O ' O ' 
 
 Norie Rem. 26 36 38 T. Az. S 68 50 E Er. 1 29 E Dev. 5 45 W. 
 Bowditch " 26 36 41 " " " 
 
 Raper " 26 36 43 '' S 68 52 E " t 27 E " 5 47 W. 
 Ex. 5.— Green. Mean Time, Sept. 22^ 4^ 58™ 27s. Polar distance 
 89o 59' 58". 
 
 O ' " O ' O ' • 
 
 Norie [Rem. 22 42 1 T. Az. N 80 36 E Er.20 44 W Dev. <" i -V. 
 Bowditch" 22 42 3 " " " 
 
 Raper " 22 42 7 " N 80 37 E " 20 43 W " .. 43 W. 
 Ex. 6.— Green. Mean T^me, Sept. 30<i 22^ 43m 16«. True declin- 
 ation 30 24' 22" S. 
 
 Norie Rem. 32 2 36 T. Az. S. 82 30 W. Er. 23 W. Dev. 25 W. 
 Bowditch'' 32 2 40 " " 
 
 Raper " 32 2 42 " S. 82 30| W. 
 
 Ex. 7.— Green. Mean Time, Dec. m 21^ im™ 28''. Time declin- 
 ation 23o 27' 24" S. 
 
 O ' " ' O ' O ' 
 
 Norle Rem. 23 53 T. Az. N. 122 10 E. Er. 6 30 E. Dev. 20 W. 
 
 Raper " 23 48 " N.I 22 7 E. " 6 27 b:. " 20 3 W. 
 
 Ex. 8.— Green. Mean Time, Feb. ll^ 21^ 49m o^. True declin- 
 ation 13" 50' 13" S. 
 
 • " O ' O ' O ' 
 
 Norie Rem. 7 5 44 T. Az. N. 88 12 W. Er.29 8 W. Dev. 19 38 W. 
 Bowditch " 7 5 47 " N.88 13W. " 29 9 W. " 19 39 W. 
 Raper "75 46 " N. 88 13 W. " 29 9 W. " 19 39 W. 
 Ex. 9.— Green. Mean Time, Nov. 14d 5*^ 15m 56«. True declin- 
 ation 18o 28' 5" S. 
 
 O ' " O ' O ' ' 
 
 Norie Rem. 24 40 32 T. Az. S. 45 58 W. Er. 44 2 W. Dev. 9 2 W. 
 Bowditch " 24 40 36 " S. 46 2 W. " 43 58 W. " 8 58W. 
 Raper "24 40 37 " S. 46 W. " 44 W. " 9 W. 
 
 i'.W 
 
 
 Ex. 10. — Remainder 
 
 True Azimuth 
 Deviation 
 
 Ex. 11. — Remainder 
 
 True Azimuth 
 Deviation 
 
 Norle. 
 
 o 
 
 11 11 35 
 S. 64 22 E. 
 3 18 E. 
 44 52 52 
 N. 64 16 W. 
 17 4E 
 
 Bowditch. 
 
 Raper. 
 
 11 11 39 11 11 37 
 
 8. 64 22 E. S. .'.4 22 E. 
 3 18 E. 3 18 E. 
 44 52 57 44 52 57 
 
 N. 64 15W. 
 17 5E. 
 
 
^250 
 
 Answer to Exercises. 
 
 ii* 
 
 Ex.12. — Daily rate 4"-4. Ace. rate 12^ iTs Gn'on. Mean Time 
 Apr. 30d 18h Om Os. 
 
 Norle Rem. 53o 8' 49" A. T. S. 30^ I8h 52™ 53« Long. 12o 27' 30' E 
 Bowditch " 53 8 52 " 30 18 52 52-5 
 Kaper '^ 53 8 51 " 30 18 52 53 
 
 Ex. 13.— Green. Mean Time Mar. 2.5^ 5h ilm \», 
 Norle Rem. 51" 7' 29" A. T. S. 25^ 4^ 4ni 8« Long. 16° 0' 15" W 
 Bowditch ^' 51 7 31 ^' 25 4 4 9 " 16 W 
 
 u 
 
 51 
 
 33 
 
 a 
 
 25 
 
 9 
 
 16 W 
 
 Raper 
 
 Ex. 14.— Green. Mean Time May 19^ 19»» 19m |9.s. 
 Norie Rem. 17<> 29' 16' A.T.S. 20^ 2^ 17n> 56* Long. I03o 43' 45" E 
 Bowditch "17 29 20 " 20 2 17 57 " 103 44 E 
 Uai>er "17 29 17 " 20 2 17 56 " 103 43 45 E 
 
 Ex. 15.— Green Mean Time Oct. 28^ 1" 52"' 27«. 
 Norie Rem. 20° 15" 47 A. T. S. 27^ 2P' 33>n 13« Long. 68° 50' 45" W 
 Bowditch " 20 15 49 
 Uaper "201551 
 
 Ex. 1 6.— Green Mean Time Jime 27it 0'' 0"' O'*. 
 Norie Rem. 10° 4 21" A. T. S. 26'« 22^ 56m iqs Long. 15° 15 OW 
 
 Bowditch "10 4 25 
 Hnper " 10 4 26 
 
 u 
 u 
 
 26 22 56 
 26 22 56 
 
 9 
 9 
 
 
 Norie. 
 
 Ex. 17.— Remainder 5i? 3' 29" 
 Longitude 166 59 15 E 
 
 Ex. 18.— Remainder 32 22 47 
 L(.ngitude 73 32 45 E 
 
 Ex. 19.— Remainder 58 13 9 
 Longitnde 173 43 45 E 
 
 Ex. 20.— Remaindiu' 53 52 56 
 
 Longitnde 34 45 W 
 
 E.x. 21.— Reniiiinder 7 58 16 
 Longitude 37 18 E 
 
 Ex. 22.~RiMnain(ler 23 M\ 38 
 
 Longitude 180 OW 
 
 Ex. 23.— Remainder 38 15 8 
 Longitude (I (I 
 
 Ex. 24.— Remainder 70 59 50 
 
 Longitude 178 3 30 W 
 
 Bowditch. 
 
 5|o 3' 32" 
 166 59 15 E 
 32 22 50 
 73 33 E 
 58 13 11 
 
 53 53 
 
 7 58 19 
 
 23 56 42 
 
 179 5il 45 E 
 
 38 15 11 
 
 
 
 70 59 53 
 
 178 3 OW 
 
 15 15 15 W 
 15 15 15 W 
 
 Baper. 
 
 51" 3' 31" 
 166 59 !5 E 
 
 32 22 48 
 73 32 45 E 
 58 13 15 
 173 44 OE 
 
 53 53 1 
 35 OW 
 7 58 18 
 
 23 56 42 
 179 59 i5E 
 
 38 15 12 
 15 E 
 
 70 59 53 
 178 3 15 W 
 
Answers to Exercises 
 
 251 
 
 Norie Bowditcli Kaper 
 
 Ex. 25.— Remainder 62 2 26 62 2 28 62 2 29 
 
 Longitude 145 5 45 K 145 6 E 145 (> OE 
 
 EX. MERIDIAN. 
 
 Ex. 3. — Hour Anglo 33'"> 5'M. Green. Apn. Time. May 
 i4d 3h 59m 3\ Ist Aug. 11' 42". 2nd Aug. 29' 57". * 
 
 Norie Bowdltch Raper 
 
 Latitude 66" 54' 20" N. 66" 54' 26" N. 66" 54' 27" N. 
 
 Ex. 4.— Hour Angle 19" 56'. Green. App. Time, Mar.25d 1^0^ O" 
 ist Aug. 0' 28". 2nd Aug. 15' 28". 
 
 Norio B<>\v«litcli Kaper 
 
 Latitude 41" 44' 1"N. 41'^ 44' H" N. 41" 44' 2" N. 
 
 Ex.5.— Hour Angle 37™ 44^ Green.App.Time, May I0d0i>37ra32'* 
 1st Aug. 13' 50". 2nd Aug. 2813". 
 
 Norie Bowditcli Kaper 
 
 Latitude 37" 49' 21 S. 37" 49' 28 S. 37" 49' 33 S. 
 
 Lx. 6. — Hour Angle 32"> 16». Green. App. Time, Jinie 
 28,1 16»' 16'" 16«. 1st. Aug. 12' 22'. 2nd Aug. lb' 13 . 
 
 JNorie Bowditcli Uapcr 
 
 Latitude 36" 48' 1 1- S. 36" 48' 18' S. 36" 48' 25 ■ S. 
 
 Ex. 7.— Green. App. Time, Dec. 15'* 5'^ 19n' V2\ 
 
 Norie Bowditcli Uaper 
 
 Latitnde 53" 49' 59" S. 53" 50' 5' S. 53" 50' 5 ' S. 
 
 Ex. 8.— Green. App. Time, Nov. 23<i 5«' 4<)'" 0^ 
 
 Norie Bowdictli Ilaper 
 
 Lai ude 28° 56' 16 N. 28" .56' 22 N. 28'^ .•')6' 21 N. 
 
 Ex. 9.— Green. App. Time, Aug. 4d 18,, 40'" '^8^ 
 
 Norie Bowditcli Uaper 
 
 Latitude 47° 9' 46" S. 47° 9' 51 S. 47° 9' 58' S. 
 
 Ex. 10.— Green. App. Time. Jan. 28'' 1 1»» ()"' 2^ 
 
 No»-ie Bowdlt^'li Ilaper 
 
 Latitude 47° 37' 3;r N. 47'^37''i! N. i7"37 4rN, 
 
 Ex. II.— (iroen. Ap|». Time, Voh. 29'i 22" .59'" 'HK 
 
 NoHe Bowditcli Ila|N>r 
 
 Latitudi- 42" 17' 38 S. 42" 17' 45 S. 42" 17' 45 S. 
 
 Ex. 12.— Gn«(>n. Aj.p. Tune. Sepl. 22'i 5»» .> 38\ 
 
 Norie Bowditclti Bap:>r 
 
 Latitiide 39" 18' 1 N. 39" 18' 7 N, 39" 18' '/ i\. 
 
 "I 
 
252 
 
 Answers to Exercises. 
 
 Ex. 13.— Green. App. Time, Oct. 1 H 8h 15m 2s. 
 
 Norie Bowditch Kaper 
 
 Latitude \\{^ 16' 31' S. 31o JC 35" S. 31'> 16' 40 S. 
 
 Ex. 14.— Green. App. Time, Jan. 25^ 9^ 0"' 48>'. 
 
 Norie Bowditch Baper 
 
 Latitude I8<> 26' 37' N. 18° 26' 43' N. 18" 26' 45' N. 
 
 Ex. 15.— Green. App. Time, Nov. 4^ 18^ (Im 1.5s. 
 
 Norie Bowditcli Baper 
 
 Latitude 46" 16' 58" N. 46" 17' I N. 46' 17' 8" N. 
 
 MERIDIAN ALTITUDE OF A STAR. 
 
 
 
 
 Norie 
 
 B<»wditcli 
 
 
 Rapcr 
 
 Ex. 3.— 
 
 Latitude 
 
 50< 
 
 57' 5"N 
 
 50 
 
 "57' 14" N. 
 
 50' 
 
 >57' 11" N 
 
 '• 4.— 
 
 '' 
 
 •) 
 
 17 4 S. 
 
 2 
 
 17 U S. 
 
 2 
 
 17 6 S. 
 
 " 5.— 
 
 
 23 
 
 51 18 S. 
 
 23 
 
 51 23 S. 
 
 23 
 
 51 28 S. 
 
 '^ 6.— 
 
 
 41 
 
 24 3 N. 
 
 41 
 
 24 10 N. 
 
 41 
 
 24 7 N. 
 
 '' 7.— 
 
 
 11 
 
 14 39 N. 
 
 11 
 
 14 47 N. 
 
 11 
 
 14 46 N. 
 
 " 8.— 
 
 
 43 
 
 12 11 N. 
 
 43 
 
 12 16 N. 
 
 43 
 
 12 20 N. 
 
 " 9.— 
 
 
 37 
 
 42 2N. 
 
 37 
 
 42 6 N. 
 
 37 
 
 42 7 N. 
 
 " 10.— 
 
 
 31 
 
 21 30 S. 
 
 31 
 
 21 23 S. 
 
 31 
 
 21 20 S. 
 
 -11.— 
 
 
 32 
 
 21 44 S. 
 
 32 
 
 21 51 S. 
 
 32 
 
 21 56 S 
 
 " 12.— 
 
 
 1 
 
 6 30 S. 
 
 I 
 
 6 37 S. 
 
 1 
 
 6 38 S. 
 
 " 13.— 
 
 
 6 
 
 5 34 S. 
 
 6 
 
 52 7 S. 
 
 () 
 
 5 30 S. 
 
 " 14.— 
 
 
 44 
 
 19 52 N. 
 
 44 
 
 19 59 N. 
 
 44 
 
 19 56 N. 
 
 ** 15.— 
 
 
 28 
 
 44 N. 
 
 •2^ 
 
 52 N. 
 
 28 
 
 52 N. 
 
 
 
 
 TIDES. 
 
 
 
 
 
 A.M. 
 
 
 P.M. 
 
 
 A. M. 
 
 
 P.M. 
 
 
 h. m. 
 
 
 h. m. 
 
 
 h. m 
 
 
 h. m. 
 
 Kx. I— 
 
 3 8 
 
 
 3 26 
 
 Ex. 
 
 13— 28 
 
 
 1 16 
 
 2 
 
 No. A. M. 
 
 
 (1 30 
 
 u 
 
 1 i— 1 19 
 
 
 1 51 
 
 " 3— 
 
 5 50 
 
 
 6 18 
 
 u 
 
 15— 11 
 
 
 36 
 
 " '»— 
 
 1 1 38 
 
 No. P. M. 
 
 u 
 
 16— 54 
 
 
 1 25 
 
 " 5— 
 
 No. A. M. 
 
 
 {) 20 
 
 .h 
 
 17— No. A.M. 
 
 27 
 
 '' 6 
 
 ;> 56 
 
 
 4 15 
 
 .b 
 
 18 II 51 
 
 
 No. P. M. 
 
 7 — 
 
 11 II 
 
 
 1 1 32 
 
 u 
 
 19— No. A.M. 
 
 16 
 
 u s__ 
 
 2 51 
 
 
 3 13 
 
 (1 
 
 20- 1 35 
 
 
 2 15 
 
 " 9- 
 
 45 
 
 
 1 10 
 
 .( 
 
 21— 11 57 
 
 
 No. P. M. 
 
 ' 10 
 
 10 3 
 
 
 38 
 
 k. 
 
 22— 14 
 
 
 1 1 
 
 u ||__ 
 
 1 1 25 
 
 
 1 4K 
 
 .( 
 
 23— No. A. M. 
 
 14 
 
 *' 12- 
 
 49 
 
 
 1 38 
 
 V. 
 
 24— No. A. M. 
 
 '■m 
 
Answers to Exercises. 
 
 25& 
 
 
 
 A. M. 
 
 P. M. 
 
 
 
 h. m. 
 
 h. m. 
 
 E 
 
 X. 25- 
 
 -No. A. M. 
 
 26 
 
 
 ' 26- 
 
 -11 57 
 
 No. P. M 
 
 
 ^ 27- 
 
 - 11 55 
 
 No. P. M. 
 
 
 ' 28- 
 
 - 1 7 
 
 1 49 
 
 
 ' 29- 
 
 - 13 
 
 42 
 
 
 ^ 30- 
 
 - 11 
 
 47 
 
 
 ' 31- 
 
 - 5 10 
 
 5 31 
 
 
 ' 32- 
 
 -89 
 
 8 43 
 
 
 ' 33- 
 
 - 9 49 
 
 10 18 
 
 
 ' 34- 
 
 - 11 49 
 
 No. P. M. 
 
 
 ' 35 
 
 - 30 
 
 54 
 
 
 ' 36- 
 
 - 10 42 
 
 11 4 
 
 
 ' 37- 
 
 - 10 51 
 
 It It 
 
 
 ' 38- 
 
 -11 4 
 
 It 39 
 
 
 ' 39- 
 
 -No. A. M. 
 
 4 
 
 
 ' 40- 
 
 -No. A. M. 
 
 7 
 
 
 
 Norie aiul Raper. 
 
 
 
 A.M. 
 
 P. M. 
 
 
 
 ii. m. 
 
 h. m. 
 
 Kx. 
 
 56 
 
 2 41 
 
 3 5 
 
 Ik 
 
 57 — No. A. M. 
 
 4 
 
 ^i 
 
 58— 
 
 9 4 
 
 9 24 
 
 u 
 
 59— 
 
 5 25 
 
 6 14 
 
 kk 
 
 60— 
 
 11 38 
 
 No. P.M. 
 
 u 
 
 61- 
 
 11 58 
 
 No. P. M. 
 
 u 
 
 62— No. A. M. 
 
 6 
 
 c( 
 
 63 
 
 A7 
 
 1 28 
 
 u 
 
 64— 
 
 11 47 
 
 No P. M. 
 
 kk 
 
 65 
 
 11 53 
 
 No P. M. 
 
 11 
 
 66 
 
 2 14 
 
 2 38 
 
 k( 
 
 67 
 
 11 32 
 
 No P. M. 
 
 kk 
 
 68— 
 
 9 45 
 
 10 17 
 
 'I 
 
 69— 
 
 5 13 
 
 5 40 
 
 (; 
 
 70— 
 
 8 36 
 
 8 56 
 
 k( 
 
 71 
 
 No A. M. 
 
 6 
 
 k« 
 
 72— 
 
 No A. M. 
 
 13 
 
 u 
 
 73 
 
 II 56 
 
 No P. M. 
 
 kt 
 
 74— 
 
 4 23 
 
 5 9 
 
 Ex. 41— 
 
 
 A. M. 
 
 P. M. 
 
 
 h. m. 
 
 h. m. 
 
 41- 
 
 - 11 41 
 
 No. P. M. 
 
 42- 
 
 - 10 18 
 
 10 55 
 
 43- 
 
 - 10 36 
 
 11 15 
 
 44- 
 
 - 10 36 
 
 11 6 
 
 45- 
 
 - 9 39 
 
 10 3 
 
 46- 
 
 - It 40 
 
 No. P. M. 
 
 47- 
 
 - 10 48 
 
 11 19 
 
 48- 
 
 -No. A. M. 
 
 11 
 
 49- 
 
 - 10 9 
 
 to 48 
 
 50- 
 
 - 11 45 
 
 No. A. M. 
 
 51- 
 
 -No. A. M. 
 
 4 
 
 52- 
 
 - 11 24 
 
 11 44 
 
 53- 
 
 -11 41 
 
 No. P. M. 
 
 54- 
 
 -No, A.M. 
 
 37 
 
 55- 
 
 - 10 32 
 
 It 13 
 
 
 Bowditch 
 
 • 
 
 A. 
 
 M. P. 
 
 M. 
 
 h. I 
 
 a. h. 
 
 va. 
 
 5 26 « \'* 
 
 II 57 
 
 46 
 
 No. P. M. 
 
 I 27 
 
 5 12 
 
 5 39 
 
 No A. M. 7 
 No A. M. 14 
 
 ;,■ m 
 
 i-i! n 
 
 ; t 
 
 a 
 
 II 
 If 
 
254 
 
 Answers to Exercises. 
 
 Norie and Raper. 
 
 A. M. P. M. 
 
 a. m. h. m. 
 
 u 75_ II 31 xo p. M. 
 u 7(3_ s 44 9 25 
 
 u 77_ No A.M. 12 
 u 78_ No A.M. 13 
 u 7()_ No A.M. 16 
 " 80— 21 56 
 
 Bowditch. 
 A. M. P. M. 
 
 h. m. h. m. 
 
 No A. M. 13 
 No A. M. 12 
 No A. M. 17 
 
 DEVIATION OF THE COMPASS. 
 
 Ex. 1— Cor. Mag. Bearing N. 46" 35' E. Ship's head. North, Dev. 
 2" 25' E. ; N. E., 14° 5' E.; East, 15° 45' E.; S. E., Il" 20' E. : 
 South, Go 40' W. ; S. W., 12o 35' W.; West, 17" 35' W.; N. W.. 
 12" 45' W. 
 
 Ex. 2— Cor. Mag. Bearing S. 15" 0' E. Ship's head. North, Dev. 
 1" 55' W.; N. E., 18" 45' E.; East, 22" 10' E. ; S E., 14" 30' E. ; 
 South, 2" 10' E.; S. W., 15" 45' W. ; West, 23" 0' W. ; N. W., 
 16" 55' W. 
 
 Ex. 3— Cor. Mag. Bearing :. 84" 40' W. Ship's iiead, North, 
 Dev. 0" 30' E. ; N. E. 16" 55' W..- East, 25" 20' W. : S. E., 20" 55' W. 
 South, 0" 10' E.; S. W., 22" 45' E. ; West, 24" 20' E.; N. W.. 
 15" 45' E. 
 
 Ex. 4— Cor. Mag. Bearing S. 64" 35' W. Ship's head, North, 
 Dev. 1" 5' E. ; N. E., <)" 15' W. ; East, 14" UY W.; S. E., 10" 25' W. : 
 South, 0" 15' W. ; S. W., M" 5' E. ; West, 13" 50' E. ; N. W., 
 8"35'E. 
 
 Ex. 5— Cor. Mag. Bearing N. 10" 30' W. Ship's head North. 
 Dev. 4" 50' W. ; N. K., 18" 20' E. ; East, 20" 20' ,'.. : ^. E., 13" 0' K. : 
 South, 0" 20' E.; S. W., 12" 10' W.; Wesl. 1'.r50'W. ; N. W.. 
 15" 10' W. 
 
 Ex. 6— Cor. Mag. Bearing S. 32" 36' E. Ships head, Norlli. 
 Dev. 2" \y E.; N. E. 16" 3U' K.; East, 17" 44' E. ; S. E , 11" 2V E. : 
 South, 1"36'W.; S. W., 13" 51' W. : West. I8"21'W. : N. W.. 
 14" 6' W. 
 
 Ex. 7— Ship's liead. .Norlli. Dev. 3" 31)' E. : N. !■;., 16" 6' W. : 
 East, 23" 51' W.; S. E.. 20" 21' W. ; South, i" 6' W. ; S. W., 
 U)" 54' E. ; West, ^'t^ 3!)' E. : N. W. 16" 0' E. 
 
 Ex. 8--Ship'^ heod North. Dev. 0" 34' E. : N. E. 6° 41' W. : 
 East, II 1 r W. ; S. E.. 8' -W W. : Soiilh. 0' 5()' W. : S.W., 8- !!)' K. ; 
 West, U" W E, ; N, W., c^ .W E. 
 
Ansioers to Exercises. 
 
 255 
 
 Ex. 9— Ship's head North, Dev 
 East 20° 29' E. ; S. E., 19° 59' E. ; South 
 West 26° 21' W. ; N. W., 21° 51' W. 
 
 Ex. 10— Gomp. Courses. S. 74° 15' E. ; 
 
 11 — 
 12— 
 13— 
 14— 
 15— 
 
 N. 1 55 W.; 
 N. 65 40 W. ; 
 N. 35 45 E. ; 
 S. 69 40 E. ; 
 N. 2 9 E. ; 
 
 16— Mag. Bearings. S. 28«54 W. ; 
 N. 36 34 E. ; 
 S. 71 29 W. ; 
 N. 2 25 E. ; 
 N.67 50 W.; 
 S. 73 5 W.; 
 N. 29°E.; S. 
 N. 80 E.; S. 
 N. 5 W. ; N. 
 N. 2W.: N. 
 
 17— 
 18- 
 19— 
 20- 
 21~ 
 22 — Mag. Courses. 
 
 23— ' " 
 
 24— " 
 
 25— " 
 
 (.i 
 
 1° 39' E. 
 
 , i°5rw. 
 
 N.57°45' 
 N.63 45 
 S. 10 
 S. 55 25 
 N.60 10 
 S. 33 36 
 N. 61 6 
 S. 81 34 
 S. 26 29 
 S. 47 25 
 N.67 10 
 S. 16 55 
 
 W.; 
 
 W.; 
 
 W.: 
 
 ; N. E. 2S° 9' E. ; 
 ;S.W., 21°irW.; 
 
 S. 
 
 s. 
 s. 
 
 35 
 
 81 
 78 
 
 71 W.;' 
 
 W. 
 E.; 
 E.; 
 E.; 
 W. 
 E.; 
 W. 
 W. 
 W. 
 
 w. 
 
 E. 
 E. 
 
 N. 29° W 
 N. 13. W 
 N. 74 E. 
 
 N. 78 E. 
 
 S. 0°40'E. 
 S. 30 30 E. 
 N. 29 15 W. 
 
 56 5 W. 
 
 70 10 W. 
 
 ! 36 E. 
 
 TiOgarithms. — 
 Day's Work.— 
 Mer. Altitude.— 
 
 Parallel Sailing. 
 Mercator. — 
 Tides.— 
 
 Amplitude. — 
 Chrouoniett'r. — 
 
 Azimuth. — 
 Ex-Meridian. — 
 
 Star.- 
 
 SET No. 1. 
 
 Product 34522 
 Quotient 6-804 
 Course S. 27" W. Distance 74 miles. Latitude 
 
 in 39" 56' S. Longitndo in 20" 56' E. 
 Latitude Norie 43" 10' I" N. 
 '^ Bowditch 43 10 8 N. 
 
 " Raper 43 10 3 N. 
 
 Difference of longitude 6-149 miles. 
 Course S. 9" 24' W. Distance 96 29 mih's. 
 St. Ives 9»' 44'« A. M. 10^ 17"' P. M. 
 
 Nagasaki 6 28 '' 6 55 
 Deviiition 27" 35' E. 
 
 Norie 61" 57' 45' E. 
 
 Raper 61 58 E. 
 
 34" 59' E. 
 
 Norie 
 
 Bowditch 
 
 Rapcu" 
 
 Norie 
 
 Longitude 
 
 Deviation 
 
 Latitude 
 
 u 
 
 (( 
 Latitude 
 
 31" 50' 16 S. 
 31 50 23 S. 
 31 50 18 S. 
 48" 0'34"S. 
 
 fi 
 
256 
 
 Anstoers io Exercises. 
 
 Deviation. — North, l°39E. ; 
 S. E., 1<) 39 E. ; 
 West, 36 21 W.; 
 
 Latitude, Bowditch 48 40 S. 
 " Raper 48 44 S. 
 
 N. E., 23° 9' E. ; East, 26° 29 E. ; 
 
 South, 1 51 W.; S.W.,21 11 W ; 
 
 N.W. 21 51 W. 
 Courses to steer, N. U^' E. ; N. 36° W. 
 Correct Mag. Courses N. 68^ 9' E. ; S. I » 51 ' E. 
 Correct Mag. Bearings N.70 1 W. ; N. 19 59 E. 
 
 SET No. a. 
 
 Product Norie '370469 Bowditch 3704()7 
 Quotient " 1329 
 
 Course S. 76" E. Distance 114 miles. Latitude 
 
 in 60" 49' S. Longitude 44'> 15' E. 
 Latitude Norie 50«31'45'N. 
 Bowditch 50 31 51 N. 
 Raper 50 31 51 N. 
 Parallel Sailing. — Difference of longitude 14-75 miles. 
 
 Logarithms.— 
 Day's Work.- 
 
 Mer. Altitude. 
 
 
 Mercator. — 
 Tides.— 
 
 Amplitude. — 
 Chronometer. — 
 
 Azimuth. — 
 Ex-Meridian.— 
 
 Star.— 
 
 
 Course S. 60" 22' E. Distance 4120 
 Southampton I0>» 50'" A. M. 1 Ih 1 1"' P. M. 
 Busrah Bar No A. M. 1 
 
 Deviation 3" 20' E. 
 
 Longitude Norie 7>i" 52' 45" E. 
 
 Bowditch 78 53 E. 
 Raper 78 53 E. 
 Norie 29" 5' E. 
 Raper 29 6 E. 
 
 Norie '»6" 43' 22' S. 
 
 Bowditch 46 43 29 S. 
 Raj.er 46 43 27 S. 
 Norie 53-58' 13 N. 
 
 Bowditch 53 58 17 N. 
 Raper 53 58 21 N. 
 
 N. K., 9" 15' W.: East, W' U) W.; 
 S. E., 10 25 W.; South, 15 W.: S. W. II 5 K. : 
 WesI 13 50 E. : N,W. 8 35 K. : 
 
 Cours(?s to sle«u', S. 67° E. ; S. 1° W. 
 
 Correct Mag. Courses N. 76" 1 0' VV.: N. 3(i" 25' W. 
 
 Conecl Mag. Bearings S. :'5 15 \V.: N.8() i5 E. 
 
 Deviation 
 
 Latitude 
 
 k I, 
 
 u 
 
 Lillitndc 
 
 u 
 
 Deviation.— North, I" 5' 1 
 
Answers to Exercises. 
 
 SET No. a. 
 
 257 
 
 Product Noiie 452146 Bowditch 452150 
 
 Quotient " i:}'.M 
 
 Course S. 2" E. Distance :}4 miles. Latitude 
 
 in 57" 40' N. Longitude in 1 i5o 34' W. 
 Latitude Norie 5'> 4' 'AT S. 
 
 " Bowditch 5 4 20 S. 
 
 " Raper 5 4 32 S. 
 
 Parallel Sailing. — Dilference of longitude 487-7. 
 
 Logarithms. — 
 Day's Work.— 
 Mer. Altitude.- 
 
 Mercator. — 
 Tides.— 
 
 Amplitude. — 
 Ghronometer.- 
 
 Gonrse N. 2|o 30' E. Distance 456-8. 
 Valentia Harbor 1 1'» 50"' A. M. No P. M. 
 
 Portland U. S. 7 37 
 
 Deviation 2lo49'E. 
 
 Longitude Norie 
 
 Bowditch 
 
 Azimuth. — 
 Ex-Meridian 
 
 Star.— 
 
 Deviation. 
 
 u 
 
 Deviation 
 
 Latitude 
 
 u 
 
 (( 
 
 '' 8'' 8ni p. M. 
 
 64" 4' 15 W. 
 64 4 30 W. 
 64 4 45 W. 
 
 Raper 
 
 16"36'E. 
 
 Norie 
 
 Bowditch 
 
 Raper 
 
 Norie 
 
 Bowditch 
 
 Raper 
 
 North, 1" 55' W. ; N. E., 18- 45' E. ; East, 22" 10' E. 
 
 S. E., 14 30 E. ; South, 2 10 E.;S.W., 15 45 W. 
 
 West, 23 OW. ;N.W.,16 55 W. 
 
 Goin-ses to steer, N. 28° E. ; S. \\f M. 
 
 Gorrect magnetic courses S. 30" 30' E.; N. 03" 45' E. 
 
 Gorrecl magnetic hearings. 67 50 E. ; N. 22 50 W. 
 
 Latitude 
 u 
 
 15" 44' 38" S. 
 15 44 45 S. 
 15 44 39 S. 
 46 2 48 N. 
 46 2 54 N. 
 46 2 52 N. 
 
 Logarithms. — 
 
 Day's Work. — 
 
 Mer. Altitude. — fiatitudt; 
 
 SKT No. 4. 
 
 Product 211.5 
 Quotient 4523 
 Gourso N. 73" W. Distance 117 miles. Latitude 
 
 in 51" 46' S. Longitude in 85" 37' W. 
 Nori(' 42" 16' 8" S. 
 
 Bowditch 42 16 14 o. 
 Raper 42 16 17 S. 
 
 Parallel Sailing. — Ditlerence of longitude 1565 miles. 
 Mercator.— Gourse N. 79" 8' E.. Distance 509.2 miles. 
 
 
 I 
 
 N 
 
m 
 
 258 
 
 Tidos.— 
 
 Anstcers to Exercises. 
 
 Amplitude. — 
 Ghronometer, — 
 Azimuth. — 
 Ex-M(M'idian. — 
 
 Star, 
 
 Latitude 
 
 230 2G' 22" S. 
 23 2() 2S S. 
 23 20 27 S. 
 52« 10' 3 S. 
 52 10 10 S. 
 52 H) 12 S. 
 
 Mellon llh31niA. M. No P. M. 
 Table Bay li 10 " 11 M V. M. 
 
 Deviatioil 7<> 22' E. 
 Lou^a tilde 150" 0' 0" W. 
 Deviation 13"23'W. 
 Latitude Norie 
 '' Bovvditch 
 
 Raper 
 Norie 
 Bovvditch 
 
 Raper .._ ... ., ... 
 
 Deviation.— North, 0" 34' E. ; N. E., G" il' W. ; East, 1 1" 1 1' W 
 S. E. 8 26 W; South, 51) W. ; S. W. 8 1'.) E. 
 West, 9 49 E. ; N. W., 8 34 E. 
 Courses to steer, N. 051° W, ; N. 48° W. 
 Correct magnetic courses S. 0" 50' E. ; S. 53" 19' W. 
 r ret magnetic bearings S. 44 20 E. ; N.89 20 W. 
 
 SET No. 5. 
 
 Product Norie 28'.)379 Bowditch 289373 
 
 Quotient ^' 312-9 
 
 Course N. 05" W. Distance 101 miles. Latitude 
 
 in 19" 33' S. Lon-itude in 25" I' W. 
 Latitude Norie 49" ir41"N. 
 
 " Bovvditch 49 11 50 N. 
 
 " Raper 49 11 53 N. 
 
 Parallel Sailing. — Difference of Longitude 1 15.8 miles. 
 
 Course N. 44" 5' E. Distance 27.84 miles. 
 Foyiies Island 11^38"' AM. No P. M. 
 
 Logarithms. — 
 Day's Work.— 
 Mer. .\ltitiide. — 
 
 Mercator. — 
 Tides 
 
 Amplitude. — 
 Chronometer. — 
 
 Azimuth. — 
 
 Ex-Meridian. — 
 
 Star.— 
 
 Dalhousie Harbor 1 1 
 Deviation 0" 0'. 
 Longitude Norit; 
 •' Raper 
 
 24 
 
 1 1 50 P. M. 
 
 Deviation 
 I. 
 
 Latitude 
 
 Latitude 
 a 
 
 it; 
 
 Norie 
 
 Raper 
 
 Norie 
 
 Bovvditch 
 
 I^jiper 
 
 Norie 
 
 Bowditch 
 
 Raper 
 
 5" 40' 15" W. 
 
 5 40 30 W. 
 
 2" 4' E. 
 
 2 5 E. 
 30" 50' 0"S. 
 3() 50 9 S. 
 30 50 S. 
 40" 18' 55"S. 
 40 19 1 S. 
 40 18 57 S. 
 
Answers to Exorcises. 
 
 259 
 
 Deviation.— North, 4" 50' W. ; N. E., 18" -20' E). ; East, 2O'20'E. 
 S. E., I:i 'E. ; South, 20 E.;S.W., 12 10 W 
 West, 19 50 W.; N. W., 15 10 W. 
 
 Courses to steer. N. 73 W ; N 60i E. 
 
 Correct magnetic courses, N. 1)0" Fo' W. ; S. 69" 40' E 
 
 Correct magnetic bearings, N. 25 10 E. ; S. 19 50 E 
 
 SET No. «. 
 
 Product Norie 94S()7() Bowditch 948G00 
 Quotient ^' 44383 " 44382 
 
 Course N. 39" Yj. Distance 130 miles. Latitude 
 m 28" 28' S. Longitude in 0"28' E. 
 
 Latitude Norie 20" 1' 8"N. 
 
 " Bowditch 20 1 15 N. 
 
 " Raper 20 1 13 N. 
 
 Parallel Sailing. — Difference of Longitude 14.71 miles. 
 
 Logarithms. — 
 Day's Work.— 
 
 Mer. Altitude. — 
 
 Mercalor.— 
 Tides.— 
 
 Amplitude. — 
 Chronometer. - 
 
 Azimuth. — 
 Ex-Meridian. — 
 
 Star- 
 
 Course S. 75" 50' W. Distance 91 13 miles. 
 
 Pel(n-head No A. M. 
 Hobartou 7 20 A. M. 
 
 Deviation 17" lO'W. 
 
 Longitude Norie 
 
 Bowditch 
 Rapi-r 
 
 Norie 
 
 Raper 
 
 Norie 
 
 Bowditch 
 
 Raper 
 
 Noi'ie 
 
 Bowditch 
 
 Raper 
 
 (I 
 Deviatu)n 
 
 c. 
 
 Latitude 
 
 a 
 
 Latitude 
 
 Oh 9ni p. M. 
 7 50 '' 
 
 57" 21' 15"E. 
 57 21 30 E. 
 57 21 30 E. 
 
 15"24' W. 
 15 23 W. 
 49 ' ;)5' 0"S. 
 49 $5 13 S. 
 49 .15 7 S. 
 
 Ci>. ..1'31"N. 
 
 '~1 40 N. 
 
 0"l -39 N. 
 5' E. ; East, 1 5" 45' E. 
 
 Deviation.— North, 2" 25' E. ; N. E., 1 i' 
 
 S. E. 11 20 E.; South, 40 'vV.;S.W., 12 35 W 
 
 West, 1 7 35 W. ; N. W. 12 45 Wv 
 
 Courses to steei-. N. 06" W. ; N. 79A" E. 
 
 Correi^t magnetic courses N. 2"'25' E.; S. 33" 40' K. 
 
 Correct magnetic bearings S.32 26 W.; N. 77 25 E. 
 
 CHART. 
 
 Ex. 1.— Lat. 49" 23' N. Long. 63" 36' W. 
 '' 2.— " 43 58 N. '' 6H 1 W. 
 
260 
 
 Answers to Exercises. 
 
 Ex 3. 
 •' 4. 
 
 Ex. 
 
 a. — 
 E 
 
 I. 
 12.- 
 13. 
 14.- 
 15.- 
 IC).- 
 17.- 
 18.- 
 II).- 
 20.- 
 
 u 
 
 X.6 
 
 " 46 39 N. 
 " 45 20 N. 
 45 50 N. 
 Ex. 7- 
 
 Long 
 
 AH r.x. / — 31 
 
 r 8t 
 
 CoJii'se E. by S ^ S 
 " W. N. W. 
 S. E. i S. 
 W. by S. 
 
 53 3 W. 
 60 55 W. 
 62 30 W. 
 Ex. 8—51 Ex. 9—31 
 
 m 
 
 u 
 u 
 u 
 u 
 (I 
 u 
 u 
 
 Ex. 10-6t 
 sh m 
 
 Distance 278 miles. 
 159 
 Hi 
 19() 
 
 S. E. i S. 
 
 S. E by E. ■ 
 
 W. i N. 
 
 W. f N. 
 
 N. W. by N. |r fi. 
 
 N. W. by W. i W. 
 
 u 
 i- 
 u 
 u 
 u 
 
 u 
 
 210 
 100 
 125 
 363 
 155 
 428 
 
 u 
 u 
 
 (.1, 
 
 Ex. 16.— 
 17. 
 18.- 
 19. 
 20. 
 21. 
 
 22. 
 23. 
 24. 
 
 25. 
 26.- 
 27. 
 
 28.- 
 29.- 
 30.- 
 
 Iv\.3l- 
 32- 
 33- 
 34- 
 35- 
 36- 
 Ex. 
 
 COMMERCIAL CODE OF SIGNALS. 
 
 -R(>poi-t me all well. 
 
 -I will send the mate. 
 
 -Can you su^jply me with salt beef. 
 
 -E. by N. 
 
 -I am waterlogged, take people off". 
 
 -Vess(ds that wish to be reported all well shew your dis- 
 tinguishing signals. 
 
 -When were your chronometers last rated. 
 
 -S. E. h S. 
 
 -'' Seanlcufs Pride" ot Halifax N. S. official number 
 37599.'; '-.Tonnage 108. 
 
 -St. ,hm'K B. 
 
 -Long. 26!'' 49' 
 
 -''Lady Bird" of Quebec— Official Number 51530. Ton- 
 nage ill. 
 
 -Pictou N. S. 
 
 -H'l 14'" i^^ 
 
 -Beaton.""*' 
 
 ■NS 
 J T 
 L D B 
 
 B Q S W-: 
 
 M H P 
 
 V S T P 
 49— F N T, 
 
 Vj\ 
 
 37— G S 
 38— F G FT 
 39— W M N 
 40— J F 
 41— CV W 
 42— M G 
 
 G V S 
 
 Ex.43— TMK L 
 44— D W 
 45— L J P 
 46— C L T J 
 
 47— GSM,GWQ,WBT 
 48— G T M L 
 
 50-G D J Q, W 'Y ]\ W V L, G F M D, C D H P, W T H 
 
INDEX. 
 
 Accidents 
 
 Adjiistmt-ntH of the Sextant 
 
 Adiuini1t_v Tide Tables, Klcmonis from tiu- 
 
 Amplitude 
 
 Andior, Carrying out an 
 
 " Coniiiifi; to an 
 
 " Tendinj;- ship at singh; 
 
 Answers to the problems , 
 
 Azimuth 
 
 Bendinjj sails 
 
 Bill of lading 
 
 Bottomry Bond 
 
 Bowsprit, Rigiiing a 
 
 " Taking in a 
 
 Boxhauling 
 
 Candidates for Examination, Notice to 
 
 Chart 
 
 " Examination paper on the 
 
 Charter party 
 
 Chronometer , 
 
 Commercial Code of Signals • • > 
 
 '< " Versified "..... t . 
 
 Correcting Courses 
 
 Course and distance by Mereator : .' 
 
 Day's Work l.i J % 
 
 Definitions in Navigation and Nautical Astronomy 
 
 Deviation of the Compass , . , 
 
 " To form a Table of. . ". 
 
 " Application of. . " 
 
 " Examination papoi-'rtftV 
 
 of Latitude 
 
 L()ngituile 311, 
 
 Division by Logaritlims : , ',., 
 
 Elements from tlie Admiralty Tables 
 
 " " Nautical Alinanai; ,'. . .% 
 
 Examination papers, Chart I .' ... 
 
 " " Definitions 
 
 " " Deviation 
 
 " " Sets of 
 
 " " Sextant 
 
 Example Voyage, an 
 
 II 
 
 II 
 
 Dilierem 
 II 
 
 I'AOK. 
 
 166 
 
 122 
 
 232 
 
 54 
 
 171 
 
 1G3 
 
 165 
 
 242 
 
 58 
 
 154 
 
 191 
 
 191 
 
 142 
 
 141 
 
 159 
 
 10 
 
 124 
 
 20S 
 
 191 
 
 65 
 
 126 
 
 133 
 
 33 
 
 30 
 
 37 
 
 207 
 
 66 
 
 96 
 
 99 
 
 2';6 
 
 30 
 
 31, 38 
 
 29 
 
 2.32 
 
 218 
 
 203 
 
 207 
 
 205 
 
 103 
 
 202 
 
 188 
 
t! 
 
 tNDKX. 
 
 . it ., 
 
 Ex-Mi;iidian, Latitude by 
 
 Fitting Rigging 
 
 Gale, Riding out a 
 
 Gruinwitl Date, to find 
 
 Higli Wai 1-, to find the tin^e of. . . 
 
 Hints to Sliipnmstirs . 
 
 " StudentH 
 
 Index Error of tlie Sfxtant, to find. 
 Invoici' 
 
 Latitude, by a Meridian Altitude of a Star. . 
 
 " " «' tlie Sun . 
 
 " by the Reduction to tlio Meridian. 
 Laying to 
 
 Lead line 
 
 Leadiug I ights ... 
 Lights for Vessels 
 LU)J'(1'h Agent 
 
 u 
 
 Raft, nuiking a 
 
 R'.'efs taiiiiig in and siiakiug olil. 
 
 Riding out a gale 
 
 Riggiii: . cutting and lilting 
 
 <• plfM'iiig and s. tliug up, 
 R'ldder, damaged or lo.st 
 
 PAOK- 
 
 81 
 
 142 
 
 164 
 
 53 
 
 89 
 
 193 
 
 17 
 
 123 
 
 191 
 
 87 
 
 48 
 
 81 
 
 160 
 
 100 
 
 212 
 
 173 
 
 192 
 
 Rides for the stowage of mixed cargo 149 
 
 Logaritlims, Division by 29 
 
 Explanation to Tables of 19 
 
 Multiplication by 27 
 
 Log line 
 
 Longitude by Chronometer 
 
 Lower M'lst, taking in a 
 
 " taking out a 
 
 Manifi st 
 
 Making Sail '....'. 
 
 Mastti 's Doeunii nts '. 
 
 Masting and Rigging 
 
 Ml reator Sailing .•."..•? 
 
 Meiidian Altitnde of the Sun Ltilitjude by 
 
 Mortar and Uocki t Aiiiuiratus^. . . '. 
 
 Mulliplii^atiou by LogarithniBf/ 
 
 Napier's Di'igram '.'.., 
 
 Nautical AlnnuKie, Ebnientti I'mm the 
 
 Notice to C mdidates for Examination » 
 
 OIHeial Log Rook • . i 
 
 (.iriler in Counril, coi)y of. . . ; 
 
 Parallel Sliding vi.,' 
 
 Protests > 
 
 190 
 66 
 140 
 141 
 191 
 156 
 191 
 138 
 30 
 48 
 200 
 27 
 102 
 218 
 10 
 19»- 
 6 
 30 
 U)3 
 172 
 !57 
 164 
 142 
 146 
 liiO 
 
INDKX. 
 
 Rule of the Koad 
 
 Rulu of the RiHul Heads of examination upon 
 
 " Remarks upon 
 
 8ail8, Bending 
 
 8 111, Mftkinf? 
 
 Sail, Taking in 
 
 Sicuiing; Yard for lifting heavy weights 
 
 Sextant, examination pajter upon 
 
 " the ; 
 
 Sheers, taking in and rigging 
 
 Ship, handling « 
 
 Ship-mnsters, hinv. m 
 
 SignalH, eommercial Code of 
 
 " " " Versified 
 
 " Fog, Pilotage and Distress 
 
 Star, Latitiidi! by a Meridian Altitude of a. . . 
 
 St'cring and Sailing Rules 
 
 Sto 
 
 owitg(? 
 
 Students, Hints to 
 
 Sii'vi-ys 
 Tacking. 
 Tides. . , 
 
 Tim.- 
 
 Tops, getting over 
 
 TopgallantMiasf, sending up 
 
 Topmast, h)wer cap &e., Hiiuiing up 
 
 Traverse table, explan >tion of 
 
 Tnstle trees, sending up 
 
 Vessel ashore, carrying out an anchor 
 
 Vessels lights 
 
 Voyage, an example 
 
 YardK, getting aloft 
 
 " seeuriiig. tor lifting heavy Wiig)it8 
 
 " trimming 
 
 Wearing ship 
 
 W« igh, getting under «;»»•>>. . *♦» . . ..*.>» m 
 
 Zenith distance, to find ,,,,,*, ••.•^t »»»> ■ 
 
 .•!'*•»■' 
 
 Ill 
 
 I'AOE. 
 
 173 
 170 
 178 
 154 
 155 
 153 
 153 
 202 
 121 
 138 
 158 
 193 
 126 
 133 
 171 
 
 87 
 175 
 148 
 
 17 
 191 
 158 
 
 89 
 
 52 
 145 
 147 
 140 
 
 36 
 144 
 171 
 173 
 188 
 147 
 1*53 
 156 
 150 
 161 
 
 49 
 
 $ 
 
 
GOVERNMENT MARINE SCHOOLS 
 
 Saint John N. B. 
 
 84, Watei Street, opposite head of Lawton's Whai/. 
 
 Halifax xi. B. 
 ATidersoii's Building, corner ol' Piinei' Street and n(!dl"ord Row. 
 
 "S 
 
 Quebec. 
 
 Dt^partment of Marine and I'^iaheriea, Old CwUcm Honse. 
 
 These schools have heiMi ins'iinled sine - [HT2. for thethorongh 
 prepfiralion of candiiiales for 
 
 MASTER'S and MATE'S CERTIFICATES 
 
 And npvv.a'ds of six lumdred slndenls trained in them have 
 ohtained CertiliCales of C.otni)etency. Pnpils who have to h'ave 
 befoi'(> obtaining fheii- certificates, may re-(Mitt!r eithei- ofliic 
 above Sibduls, at any time, without addition;! 1 expense. 
 
 Wuj.iAM C Skaton, 
 
 Supi'rintnKtciil, 
 
DEVIATION OF THE COMPASS 
 Napier's Diagram. 
 
 Plate vj. 
 
 VCmXW POINT OF COMPAS& 
 DBAWK TO THE 
 
 *rB»T 
 
 VOATH 
 
 KORTB FODTT O? COMRiJC 
 DBAWK TO TKK 
 
 EAST 
 
 } 
 
 II 
 
 f 
 
 
 ^ m 
 
DEVIATION OF THE COMPASS 
 
 Napier's Diagram. 
 
 Plate VI. 
 
 NOKIH POINT or COMPASS 
 DHAWTN TO THE 
 
 WEST 
 
 vokt: 
 
 NoaxB ponnr at counts 
 
 DBJLWjr TO TBZ 
 
 EikST 
 
tXOKSV 
 
 
If i 
 
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 ,1 
 i 
 
 
:^mms 
 
 APPENDICK, 
 
 M HI 
 
Is i 
 
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i.;- * 
 
 PROGRAIVIME DES CONNAISSANCES REQUiSES POUR 
 ,, L'ADMISSION DES CANDIDATS. 
 
 A J U S T B IVI E N T S D U S E X T A N T. 
 
 Le candidal repondra par ecrit, sur une fenille de papier que 
 liii remettra rexaminateur, k toutes Ics questions suivantes, en 
 apposant a chacune, le numero coi respondant a celui do la ques- 
 tion. 
 
 1. Quel est le premier ajustement du sextant ? 
 
 Celui de placei- la lunette d'index perpendiculairement sur 
 la surface du sextant. 
 
 2. Comment faites-vous cet ajustement ? 
 
 Placez If vernier a pen pres an milieu de Tare ; tenez le 
 sextant horizon talemeut entre le limbe et votre personne et regar 
 dant obliquement dans le verre indicateur, voyez si Tare qui y 
 est reflet6, et le veritable arc, tel que vu au dehors, paraisseut faire 
 nne ligne non interrompue ; si non, il faut la rectifier .lu moy(Mi 
 de vis, places au (h s du verre. 
 
 ;{. Quel est le deuxieme ajusteni'^vt ? 
 
 Celui do placer lit lunette d'horizon perpendiculaire a la 
 surface du sextant ? 
 
 I. (loannent faites-vous cet ajustement ? 
 Pl.'iccz le zero du vernier au zei'o de I'ai'c, tenez le sextant 
 liorizoutaleinent, et voyez si h^s horizons refletesetvrais paraisseut 
 dans la nienu^ ligne droite, si non, tourne/ le vis requis jusqu'a 
 (•e(iu'ils le soient. 
 
 4 o. Quel est le troisieme fijustement ? 
 
 Placez la lunette d'horizon parallelemt nl a hi lunette 
 d'index. ,■■; --,.. ■ -:-- ^;- 
 
 ■ (J. Conuueul fiiites vous ce Iroisieme ajustement ? 
 
 Placez 1(^ zero du vin'uier sur le zero de Tare, tenez le sex- 
 tant perpeMdiculalreineut. et voyez si les horizons vrais et retletes, 
 [uu-aisseii ilans la meine ligne droite. si non, touniez le vis requis, 
 jus(|u';'i ce (|u'ils le soient. 
 
lA 
 
 
 EMAGE EVALUATION 
 TEST TARGET (MT-3) 
 
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 il ill! 1.6 
 
 
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 Hiotograpliic 
 
 Sciences 
 Corporation 
 
 33 WIST MAIN STRUT 
 
 WiBSTIR.N.Y. USM 
 
 (716) 173 4503 
 
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 4 ' .Examen. 
 
 7 Si an vis venait a manquer, comment procederiez-vous ? 
 Ti'ouver I'erreur d' index. 
 
 8. Comment trouveriez-vous I'eiTeiir d' index an moyeii de 
 r horizon ? 
 
 Placez le zero dn vernier an zero de Tare, et faites dispa- 
 raitre les horizons vrais et refletes dans une seule ligne droite, 
 alor-s ce qne le sextant indiqnera sera I'errenr d' index. 
 
 9. Comment doit-il 6tre employe ? 1^ • %, ; 
 
 II sera additif, si le niveau n'est pas snr Tare, et sonstractif 
 
 s'il y est. ■,■,- ^ '.■.,—-;;--/ r;>-- - ■-■ ■ ■ :^ ■''".'"■'■•■.■'■'■" ^';- 
 
 10. Placez I'index a erreur de minntes, a etre ajoutees. 
 
 changez le et laissez-le. 
 
 Note. — L'examinateur verm a ce que cela soit fait avec 
 exactitude. 
 
 11. L'oxaminatenr placera alors le zero dn vernier snr Tare 
 a distance des divisions inscrites, et It? candidal le lira. 
 
 Note. — Dans chaqne cas le candidat nommera, on designcra 
 antrement les vis dont on se sert dans les divers ajustements 
 (117 a 120). 
 
 12. Comment Irouvez-vous l' erreur d' index au moyen du 
 soleil ? 
 
 En mcsurant le diametre du soleil, sous et sur le niveau de 
 Tare, puis la moitie de la dillereuce dcs deux chiffres sera T erreur 
 d'index (121). • 
 
 IH. Comment ceci a'applique-t-il ? 
 
 Additii" si h; numero inferieur est le plus considerable, 
 mais soustractif si il est lo moindre. 
 
 I '(. Quelle pre\ive i.vez-vous que ces mesura^cs, on angles out 
 et(} elablis avec inu' exat^titude passiihle ? 
 
 ii.i sonune des deux niesiUM.ucs, divis»>e pfir4, flevrait (**tre 
 (^gale nil deiiii-dijunetre dn soleil,, I(>1 ([iie (xu'te aTalmaiuic nauti- 
 que, pour le jour ou les obsmvalions unl, ole Tailes. 
 
 CAitTE. 
 
 Le candidat devra repoiidre pareci-il. suiuiie ftMiillede papier 
 (jue lui (loiuieni, rexainiuatenr, a lonh'sles (jueslions snivantes, se 
 
 I 
 
 f s 
 
Examen. 5 
 
 rapportant k la classe de certificit demande, en apposant a cha- 
 que reponse It; numero correspondant a la question. 
 
 1. Une carte inconnue ayaiit eteplaceo devantvous, qn'est-ce 
 que vous auriez k determiner avec le plus de soin, avantderepon- 
 dre a unn quesUon y ayant trait, ou avaiit d'essayer a vous en 
 servir ? 
 
 Voyez si c'est une carte britfuniique, en consiitant si sa lon- 
 gitude est basee sur le me^dien de Greenwich, aussi, si les bous- 
 soles qui y sont gravees sont vraies ou magnetiques. 
 
 2. Comment pouvez-vous constater cela dans nois cartes bri- 
 tanniques ? 
 
 Le point nord d'une boussole vraie est designee par une 
 etoile et est tire parallMe au meridien. La ligne portant le point 
 nord d'une boussole magnetique fait un angle Est ou Quest d'un 
 meridien egal a la variation. 
 
 3. Comment trouveriez-vous sur la carte la course entre deux 
 endroits A et B ? 
 
 Gouchez r arete de la regie a paralleles sur A et B, faites 
 mouvoir les regies jusqu'au centre de la boussole la plus voisine 
 qui alors vousiudiqnera la course a prendre, magnetique ou vraie, 
 selon la carte. 
 
 4. En supposant qu'il y ait points de variation 
 
 k la premiere place nommee, quelle serait la course magnetique, 
 la vraie etant d' environ ? 
 
 J(> dirigerais ma course [)ar la droile pour la variation 
 Quest et par la gauche i)Our la variation Est. 
 
 5. Comment mesunu'iez-vous la distance entre ces deux en- 
 droits ou deux antres places sur la carte ? 
 
 Avec luie paire de compas ; porlez I'csitace entre les deux 
 endroits et a[^j)liqut^/-le sur 1(> nieridicMi gradue, ([ui, si la latitude 
 du milieu est le centre d(! I't'clielle cuqtloyee, donnera la distance 
 requise. 
 
 6. kV)ur(]uoi mesnsnrie/vous aiiisi ? 
 
 Parc(« que la distance entre les pai-alleles esl augnientee 
 V(U'8 les polcsj afln de halancci' rexi)ansi()n de la ditterence du 
 meridien. 
 
 Ge qui precede (rompnMid toutes les (pieslioiis sur la carle 
 (jui sont posees a.ix contre-maitres. 
 
6 
 
 Examen. 
 
 A ce qui precede les patrons devront de plus, repondre aux 
 questions suivantes : 
 
 ; 7. Que signiflent ces petits numeros qui se trouvent sur la carte ? 
 
 Des sondages, generalement par brasses. ; ,. , 
 
 '' 8. A quelle epoque de la maree ? i ; -^ :," 
 
 A maree basse, dans les grandes marees ordinaires. 
 
 9. Queis renseignements devez-vous avoir afin de pouvoir 
 comparer les profondeurs mesurees par votre ligne de sonde, a 
 bord, avec les profondeurs indiquees sur la carte ? 
 
 L'iniervallo de temps jusqu'a la maree haute, et la moitie 
 de la portee do la ma':'ee a I'endroit ou se trouve le navire. Avec 
 ces donnees, la table B dans les tables des marees de Tamiraut^ 
 fournira une correction qui pourra ('^tre appliquee a la moitie de 
 la portee moyenne de la grande maree a cet endroit, le resultat 
 eUat le montant de la maree an moment du sondage. 
 
 ■ to. Que bigniflent les chiffres romains que Ton volt parfois 
 pres de la cote et dans les ports ? 
 
 Le temps de la haute mar'.'o lors de la pleine et de la nou- 
 velle lune. ■. ,•■■■.•■;•■■-;■?•-..■.,..•■>.. ' .^ ■ ■ _ '■■-: ■' 
 
 II. Comment trouveriez-vous le temps de la haute maree 
 dans un endroit qnelconqiie, quand il n'y a pas moyen de se pro- 
 curer de tablets de marees de ramiraute. ni aurun*^ autre table 
 speciale ? 
 
 En ajoutanl iS minutes p(^\u' cliaqne jour econle depnis la 
 pleine et la nonvellc lune. 
 
 Toutes les questions (|ni precedent doiveni avoir une i6- 
 pouse, mais ceci n'empAche jtas rexaminatenr de poser loute antre 
 question s<' ra[t[iortant a ce sujet, ou que les circonstances locales 
 (In port |ionvenl rendre utiles. 
 
 
 I>I*]VIATI<)N 1>E LA BOrSSOIiE. 
 
 |Le candidal doit repondre correclewienl a an moiiis liuit 
 des ([U(?st,ions suivantes designecjs pai' une croix I'aite par I'l^xa- 
 nunateiM'. (Icliii r\ nc dcv i-a pae en rnar(|iier nioins de don/(!. | 
 
 I. (^ii'entendo/-vons pai' dtMiation de la lionssole? 
 
 C'est nno erreui- de la binissole ca»isee snr raiguille par 
 raction niagMet.i(|ni> dii lei* dans le navire on sa cargaisnn. 
 
. Examen. 7 
 
 2. Comment constatez-vous la deviation (a) en rude et (b) en 
 
 mer? 
 
 (a) Par des relevements reciproques. 
 
 (b) Par des relevemonts astronomiques. 
 
 3. Ayant constate par le nez du vaisseau la deviation des 
 divers points de la boassole, comment savez-vous quand olle est k 
 Test oil a I'ouest ? 
 
 Elle sera a Test, si le lelevement magnetiqne pose 
 sur la boussole est a la droite dn relevenient pris du vaisseau, 
 raais elle sera a I'ouest dans le cas contraire. 
 
 4. Pourquoi est-il necessaire, pour bien verifier ces deviations, 
 de diriger le nez du navire dans plus d'une direction ? 
 
 Parce que chaque variation dans la course place le fer 
 dans le navire dans une position relativement differente par rap- 
 port a I'aiguille de la boussole. 
 
 5. Pour arriver a un resultat exact, quel est le plus petit 
 
 nombre de points vers lesquels le ne^; du navire devrait etre di- 
 
 rige ? ..- ...;, ^ ■ ■ 
 
 Unit. ■ 
 
 6. Comment trouveriez-vous la deviation en naviguant le long 
 d'une cjte bitui connue ? 
 
 Quand les relevements recip'-oques de deux objets bien dell- 
 nis, tel que des phares, sont connus, mettez-les en regard, et la 
 difference entre le relevement obsorv6 et le relevemeutconnu sera 
 la deviation pour la direction vers laquelle se trouvait le nez du 
 navire an monient du relevement. 
 
 Pour les qi-estions 7, 8 et 9 voyez le paragraplie (jui traite 
 de la deviation, a la page 
 
 11. Nommez quehjues objets propres ;\ aider a la constatation 
 de la deviation de la boussole en navignanl le long des cotes de la 
 Mancbe '/ 
 
 Les feux du cap I^ezard, de Portland et de Foreland slid. 
 
 12. Groyez-vous que la deviation change ? dans le cas affir- 
 niatii", dites sous quelles circonslances : 
 
 Elle chang(!ra rapidenient pendant (inelques temps, apj-es la 
 mise k Hot, do mftme que, par un changement considerable d" 
 latitude, par un changement dans la position de la boussole, la 
 quantity de fer, on encore, I'endroil on se trouve le fer a bord. 
 
lit; 
 
 ,m 
 
 ti ,IM 
 
 jn^ P 
 
 8 
 
 Examen. 
 
 13. Combien do fois i^st-il bon de verifier I'exactitudede votre 
 table de deviation ? 
 
 A chaque occasion favorable. ;; \ 
 
 14. Dites en pen de mots, ce dont vousavez a vous melier, en 
 choisissant une position pour la boussole ? • .' \ " 
 
 Qu'elle soit eloignee autant que possible des epontilles en 
 fer, des baux, des cheminees, on de toute autre influence sem- 
 blable. 
 
 15. Les boussoles des navires en fer sont plus on moins affec- 
 tees parce qu'on appelle, erreur causeo par la bande ; sur quelles 
 courses disparait-elle, et sur quelles courses est-elle la plus consi- 
 derable ? 
 
 EUe disparait aux points Est et Quest, et elle est plus consi- 
 derable aux points Nord ou Sud. 
 
 16. Dites k quel cote <iu navire, dans la plupart des cas, est 
 attire le point Nord de la boussole, dans 1' hemisphere boreal, et 
 ijuel est son efFet relativement k la position suppos6e sur une cour- 
 se Nord ou Sud ? 
 
 La pointe Nord, de 1' aiguille est attir6e au vent et cons6- 
 quemment en tirant au nord le navire fait une course plus vers le 
 vent qne ne I'indique la boussole, tandis qu'en tirant au sud il se 
 Irouve sous le vent de sa course apparente. 
 
 17. L'effet 6tant tel que vous le dites, sur quelles courses arri- 
 \eriez-vous, et sur quelles courses lofTeriez-vous afln de gouverner 
 8.?lon une course b!ls6e sur la boussole ? 
 
 ,]'arriveiais sur Ics courses an nord et je lofTerais sur les 
 courses au sud. 
 
 18. Est-ct-que la mrme rt'gle peut-rtre suivie dans les deux 
 hi niisplieres, eu ce qui a trait a TcrnMir causee par la ban«ie. 
 
 Non, \ quelques exceptions pres, le contraire de la regie 
 suivie dans riiemisphere boreal doit Hve sutvi dans rhemisphere 
 av stral. 
 
 19. Votre boussole errant consid^rablement, comment proc6- 
 deriez-vous a la corriger, au moyon d'aimanls equivalents et de 
 fei- poli, de manie:(» a faire reutrer 1' erreur dans des bornes 
 controlables. 
 
 f'li 
 
e votre 
 
 Examen. 
 
 9 
 
 Faites une marque sur le pout, exactement sous le milieu 
 de la boussole, Iracez deux ligues eu craie a ce point, Tune de 
 I'avant a I'aiTiere, et 1' autre en travers. Redressez le navire el 
 mattez le uez au vrai N. ou S. magnetique ; puis placez une barre 
 aimantee eu travers, avec son centre sur la ligne de I'avant k 
 I'arriere, et lo N. ou bout marque, pointant k tribord, si la pointe 
 N. de raiguille est attiree a tribord, et vice-versd. Gardaut tou- 
 jours le centre sur la ligiie de I'avant a I'arriere, faites mouvoir 
 la barre aimantee, de et ;'i la boussole, jusqu'a co que \c nez du navire 
 soit N. ou S. par la boussole. Mettcz alors le nez a E. ou O.magne- 
 tique exact et placcz la barre aimantee de I'tivant a I'arriere, avec 
 la pointe mar([uee a I'arriere, si I'aiguille est attiree vers I'arriere, 
 et vkc-vcrsii ; placez le centre de la barre It^ long de la ligne en 
 lraver3, jusqu'a ce que le nez ijiijiavire soit dirige vei-s I'E. ou 0. 
 par la boussole. Eusuite dirigj'^Ji' devant sur uu des 4 points de 
 courses magnc^ticiues exacte, t?tVlilacez une boile de fer noli de 
 cbaque c6l,e de Thabitai'le, <{e'Iiiveau avec I'aiguille. Mettez 
 plus ou moir.s de fer dans ces ! fiJIftes jusqu'a ce que la boussole 
 s'accorde avec la direction du -/levant du navire. Ce dernier 
 ajustement est permanent, m%4es deux aulres exigeront de la 
 surveillance, et par consequent les aimanls devraient etre fixes de 
 manieri' a pouvoir etre deplacVMTi: volonle, dans ce but, pendant le 
 voyage. Les aimants devraic'ut etre de 10 a 18 ponces de long, 
 leur largeur lui dixiemede la longueur et leurepaisseur un quart 
 de la largeur. lis ne devraient jamais etre appro(dies de plus d(,' 
 deux fois leur longmuir de I'aiguille de boussole. 
 
 DEFINITIONS DE8 TERMES DB NAVIGATION ET 
 O'ASTKONOMIE NAUTlQtJE. 
 
 Le candidat devra ecrire une ccmrte definition vis-a-vis de 
 cliacun des termes suivants, que rexamiuiileur designera par une 
 croix. 11 n'en mar([uera pas moins de 10. L't^criture devra etre 
 iisible, et TepeUatiou soignee. 
 
 Un i»Ui" est une siu'l'ace plate et unie sans profoiuleur, i(!tte 
 surfaci! >«(Mit (Mre supposee placee dans tonic direction voulue, 
 et alors tons les objets qu'elle comprend sont dits appartenir k co 
 
 plan. 
 
 Un {••raiKl wn-lo est mi cerde dont le plan pass(> par le centre 
 d' u\\o sphere ; par cons(')quent il diviae cette dorniere on deux parties 
 
to 
 
 Examsn. 
 
 it 1 * 
 
 'iV i 
 
 I'M 
 
 fcl 
 
 r ! 
 
 f-li 
 
 Jii I 
 
 A 
 
 A It 
 
 egales, et est le plus grand cerclo qui puisse etre trace sur uii 
 globe. 
 
 Un petit cercle est, u' cercle dont 1«^ plan ne passe pas par le 
 centre de la sphere, conse«i.''^mment il divise la sphere en deux 
 parties inegales. 
 
 Def. I. L'Equateur est an grand cercle egalement eloigne des 
 deux poles. 
 
 Def. 2. Les P61es sont les extremites de Taxe de la terre. 
 
 Del". 3. Un meridieii est un grand cercle qui passe a travers 
 les poles. 
 
 Def. 4. L'Ecliptique est un grand cercle qui indique la route 
 apparente du soleil dans le finnrAment. 
 
 Def. 5. Les Tropiqiies sont:4ejLix petits cercles parralleles a 
 I'equateur, coupant ohacun un/zeiiith de I'ecliptique. 
 
 Def. 6. La liatitude est Taiicif^'un meridien intercepio entre 
 un endroit donne et I'equateur;"" 
 
 • • • •. 
 
 Def. 7. Les Paralleles de Latttfide sont des petits cercles 
 paralleles a I'equateui-. . " 
 
 D6f. 8. ij.x Longitvide est rai«(*',(ie Tecjuateur intei'cepte entre ce 
 qui est appele le premier nieri^diei'i et le meridien passant par un 
 endroit donne. , t 
 
 • • • 1 ; 
 
 Def. 9. L'Horlzon visible est le cercle, dans la pleiiie mer, form6 
 par les limites de la vue. \ ',' 
 
 Def. 10. L'Horlzon sensible est le plan qri, ])assniitpar la vue 
 de I'ohservateur, est jjarallele k T horizon visible. 
 
 Def. 1 1. L'Horizon rationnel est l(> ])\i\\i (jni passe par \o centre 
 de la terre parallele a 1' horizon visible. 
 
 D6f. 1*2. L'Horizon artiticielle et son «sa«:e. L' horizon artifl 
 cielle est lui petit augc u bas-foiul ('onteiiaiit du vif argent. O" 
 s'en sort lorsiju'il n'y a pas d" horizon 'isihlc punr mesurer la 
 hauteur d'uii ohjet. 
 
 Del'. \'.\. Ijsi eonrse <^\aete d'un navire '^/st Tangle coiiteiui 
 (Mitre le nez du luivire et le vrai meridien. 
 
 « 
 
 Del'. I 'i. La <'onrs«» luajirnetiqiie est I'angle C(Uil<Min entre le nez 
 (lu navire et le meridien magneti(jue exact. 
 
 Def. 15. La eonrse ft la Bonssole est I'angle "ont*Miu entre le nez 
 (l\i navii-e et le meridien a la bousfole. 
 
Examcn. 
 
 11 
 
 Def. If). La Variation de la Boussole est Tangle entre les 
 veritables meridiens ot les lueridioiis magnetiques. 
 
 Def. 1 7. La Deviation de la Boussole est Tangle entre le meri 
 dien magnetitjne exact t;t le meridien indiqne par la boussole. 
 
 Def. 18. L'erreur de la Boussole est le resultat prodnit par 
 I'efFet combine do la variation et de la deviation de la bonsso)", 
 a bord. 
 
 Def. 19. La Derive est Tangle forme par la qui lie dn navire 
 avec sa course actuelle dans Teau 
 
 Def. 20. La hauteur nierldieiiue d'uu astre est sa liauteur sur 
 le meridien du point d' observation. 
 
 Del". 21. L'Aziuuit est ITiygle compris entre les poles Nord et 
 Sud ot le cercle verticnl qnigi9.gSe par cet objet. 
 
 Def. 22. L'Aiuplitude e§\^'{ingle compris entre les points Kst 
 et Quest do Thorizon el nnlobjJ't a son lever on a son concher. 
 
 Def. 23. La DeelinaisoB 'e'sT ja distance angulaire d'nn asli'e 
 Nord on Snd de Teqnatenr o/syfete. 
 
 Def. 24. La distance Pol alf*<» est la distance angulaire d'nn 
 astre du poll' on se troiive T ohswrvateur. 
 
 Def. 2"). L'aseensiun droft'^'c'st Tare de T(:H[natenr celeste com- 
 pris entre le |»renii(>r point (in Seller et le cei'cle de declinaison 
 passant i)ar un astre donne. ' " ' ^ 
 
 Def. 2() L'abaissenient t^sV Tangle compris entre Thorizon 
 sensibl(> el uiK^ ligne tiree nVjinis Treil de Tohservateur A nn 
 point de Thorizon visible. 
 
 Del'. 27. La Keft'action est la soniine doiil la hauteur d'ini 
 astre est augnientee i)ar Telfet de Tatniosjihere de la tt>rre. 
 
 Del'. 2S. L'ri parallaxe est la correi'tion ;iddilive. a luie hauli'ur, 
 [tour la I'iMidre egale a ce (|u"elle devi'aii eire si Toliserv;itioii enl 
 ete faite ilu ceuli'e de la h rre. 
 
 Del'. i\h Le <l<'iui-<ljanu>tre est la in(»ilie du diauietre appareni 
 d'lui Jislre. 
 
 Def. -U). l/aux'iiieiitatloii du denii-diH!n<^tr<' de ia l^uiie est 
 
 Taugmeiitati(»n du deuii-dianielre apparent de la liiiie, causee p;ir 
 le rapprocheuieid de Tendroil on se ti-ouve Tol)ser\aleur de la 
 iuiie, pendant qu'elle nn)Ute de Thoi'izouau zcnilli. 
 
 D»''r. ■>!. La hauteur <d)serv^'e est la (list;nice aiigulair-' nili'e 
 un asli'i el Tlioi'i/.oii d'apres le sexlanl. 
 
■'■ 1, 
 
 r I 
 
 1-2 
 
 Examen. 
 
 Def. 32. La hauteur appai-ente est la distance aiigulaireentre 
 iin objet et r horizon sensible. ' 
 
 Def, 33. La hauteur /raie est la hauteur apparente d'un objet 
 corrigie par la ?-efraction et la p;. rallaxe. 
 
 Del'. 34. La distance au Zenith est la distance angulaire 
 eatre uu objet et le point dans le firmament, immediatement au 
 (lessus de I'observattHir. 
 
 Def. 35. Les ceroles verticaux sont des grands cercles passant 
 par le zenith. 
 
 D6f. 36. Le premier vertical est le cercle vertical qui est a 
 
 angles droits avec le meridien celeste. '-'-'' -^^ s' ^ 
 
 Def. 37. Le temps civil est Us.moyen ordinairement usite pour 
 
 calculei le temps a terre. .'••'. ' ." ; ' 
 
 t . , •■ ■ ■'■'-". 
 
 Def. 38. Le temps astr<>uoii\Mi^\e est I'intervalh^ de temps 
 ecoule depuis la lun(> ])recedent(?.*''«' 
 
 Dei. 31). Le temps sideral est;Jh» temps 6coule depuis le pas- 
 sage du prcMiier point dii jjelier.'.., . 
 
 Def. 40. Le temps inoyen es^l^^'temps ordinaire a I'liorloge. 
 
 • • • 
 
 Del". 41. Le temps apparenfest le temps ecoule depuis U; pas- 
 sage du vrai sole il. *V.'' 
 
 Def. 4'2. L'Kquation du temps e^t I'intervalle de temps entre 
 le temps moyen et le temps apparwitt. v 
 
 D6f. 43. L'aiiffle Horaire d'nn astre est Tangle compiis entre 
 I'astre et le meridien celeste. *.' '* - 
 
 Def. 44. Le complement d'un arc ou d'un an^Ie est la diffe- 
 rence entre un arc ou un angle et !)0". 
 
 Def. 45. Le supplt^inent d'un arc <>u <run angle — La diffe- 
 rence entre cet arc et un angle di) 180". 
 
 5," 
 

 • 
 
 eiitro 
 
 • 
 
 • 
 
 objet 
 
 
 ilaiiT 
 
 
 nt au 
 
 
 issant 
 
 
 est a 
 
 
 ! pour 
 
 
 temps 
 
 
 ' pas- 
 
 , 
 
 oge. 
 
 
 e pas- 
 
 
 en tro 
 
 , 
 
 entre 
 
 
 ditte- 
 
 
 diffe- 
 
 
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