The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

Spiisaigai tas 7° or NE. 3 Wis Look in the tables and find where ten in the hypo. column agrees with three (as near as you can get'to it) in the base column, and at the top you will find the number of points, or quarter points, comprising the angle. In this case you will find it to agree nearly (2.9) undér angle of 1% points; that is, in order to be three miles off when abeam get the light 1% points on your bow and whatever-the course is steer it and keep her there; variation and deviation not entering into the prob- lem. The number found in the perp. column corresponding with ten and 2.9 is 9.6 and it represents the dis- tance to be run from the vessel's posi- tion until she has the light abeam. Now, we'll take an example just as it would occur in every-day prac- tice: AN EVERY-DAY EXAMPLE, You are bound for Pt. Betsey from Milwaukee steering NNE % E (true) and the first land that you make is the High sand bluff 314 miles north of Arcadia, and a short time after- ward you pick up the Point, and you will find that you are heading nearly on to it (a little open on your star- board bow, say); head your boat right for the point and note the bearing or course, and at the same time take a bearing of the sand bluff to get a cross-bearing. Pt. Betsey bears from ship NE 34 N and the sand bluff E % S, a cross-bearing of which gives the Point 12 miles off and the sand bluff 834 miles. You desire to be off Pt. Betsey four miles when you pass it abeam, how much have you got to alter your course in order to do so? Look in the tables and where you can get 12 in the hypo. 'column to agree with four in the base column, the angle at the top will be the amount of alteration to the course. In this case it is 134 points, that is, starboard 134 points from the course that heads you. directly on to the point. In the above case 134 points to. the left No by Ee. 2, Could there be anything more handy than this for coasting purposes, and the beauty of if is it is accurate, and, it can be employed at any time; just the thing on a good dark night. EXAMPLES, Ex.--Coming out of Ludington go- ing north. Ludington is 734 miles from Big Pt. Sable; you desire to pass the light abeam 1% miles. You steady the vessel's head on the light a moment to~ get the bearing; how much have you got to starboard from the course shown by compass to do it? Answer 34 of a point. tance oil? 'TRAE Marine REVIEW Ex.--Coming out of Manistee bound south; have run three miles when Big Pt. Sable shows up; desire to pass Jit two miles off. From Manistee to the point is 16 miles, and having run three must be 13 miles from the light; steady the vessel's head on the light long enough to get the course and then 'port 34 of a point. : ¢rom a position of one' mile on the northerly side of North Fox island I desire to give the NWly. end of South Fox a berth of 2%4 miles to clear the reef nicely. I am just six miles from it and it bears SW 34° W from me; how much have I to steer outside of this course in order, to do so? An- swer, port 134 points, or W by S % S. From Chicago breakwater going north you desire to pass Grosse Pt. light at a distance of four miles. Its bearing and distance from the break- water is NW 12% miles; how much will you have to alter a NNW course in order to bring you the required dis- About. 134+ pomts, "ar N \% W. : It is well to know that a point on a run of, 10 miles brings you off two miles; and that is the reason why we multiply the distance run by 0.2 to find how much a point carries off, which means that where the hypo. is one mile and the angle one point the base will be 0.2 of a mile. The navigator cannot help but ap- preciate the beauties and handiness of this method, and the extreme sim- plicity Of its solution. "There ate a good many more ways in which these tables can be employed in every-day navigation. After the student has be- come thoroughly acquainted with the method just described others will sug- gest themselves, and it will be a good study and practice for him to try them and prove them. AN IMPORTANT CONSIDERATION,- Note.--In taking the bearings by compass by heading the vessel on a light or other object, the bearing of which is wanted, and then to port or starboard by the amount of the angle found from the tables.as already ex- plained, it must be understood that the compass is .supposed to be free from deviation, or that the deviation is so small and constant, that the boat and compass swing together; that is to say, if you were to starboard a point by compass, the boat must also move in azimuth a point, no more no less. Where deviations are large, as has already been explained, the compass might swing a point and the ship's head only move in azimuth a half point, or the boat herself might swing one point and the compass show that a she had only swung % point. It is self-evident that a compass. under these conditions could not be used in a case of this kind, but there is a way | of getting around it by means of the -- Pelorus. As a usual thing the standard compass on most boats is sufficiently free from dev. to make no difference in cases of this kind; however, it is something that is well to know and guard against. Should it so happen that your compasses are too much out of the way, bearings' by Pelorus will do the work, in fact, the Pelorus should be employed as a check every time. If it is not desired to put the boat's head on the object you want the bearing of, use the Pelorus in- stead. The difference in'the angle of the bearing and the course must agree, and if they do not agree you must' alter the course so that they will. For example, supposing that you were steering SW by compass, .you are seven miles from an object you wish to pass two miles abeam of; you look in the table and find. that séven 'and two agree under angle 1% points. You set your Pelorus to SW and take the bearing when you are seven miles from the object, and you find that it bears SW by S % S, which it would have to inorder that the course would bring off two miles when abeam. The difference between the course and the bearing is 114 points, whereas it should be 1% points; you-port a quarter, or alter the course to SW % W. Some curiosity has been displayed over the fact that the navy depart- ment has not as yet accepted the submarine Octopus, although other boats built by the same makers since the Octopus have been accepted. This is explained by department of- ficials in a statement that the Octo- pus, in the tests at Newport some months ago, went to the bottom, through an accident to her machin- ery, and was unable to come up ex- cept' by the use of the compressed air apparatus. The engines were in- jured in the attempt to raise the boat' by this means and @ % for this reason that there has been no acceptance of the. vessel. Capt. William Swift, who has been under suspension for six months of a nine months' stentence for allowing the battleship Connecticut to run on a rock off Culebra, has been restored 'to duty and will succeed Rear-Ad- miral Snow as commandant of the Boston navy yard on the latter's re- tirement Noy. 18.