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September, 1920 already found, and the remainder will be the hour angle at Greenwich. To this hour angle is applied the longitude of the ship reduced to time. If the jongitude is west, it is subtracted and 'f it is east it is added. The remainder will be the hour angle of Polaris at the ship. With this hour angle as a_ guide, the declination of Polaris is taken from the table giving the apparent places of the stars. Prior to this, of course, the observed altitude of Polaris has been reduced to true altitude. With the hour angle as the vertical argument, and the apparent declination of Polaris as. the horizontal argument, the cor- rection is taken from Table I of the nautical almanac and added to or sub- tracted from the true altitude, accord- ing to its sign. The result will be the latitude of the ship at the instant of observation. : Take the case of a ship which on Sept. 10, 1919, was in longitude 30 degrees 17 minutes west. The true altitude of Polaris was found to be 52 degrees 41 minutes 44 seconds out of meridian. The local mean time was 2 hours, 30 minutes and 13 seconds, am. but the time as corrected by chronometer was 4 hours, 31 minutes and 21 seconds, a. m. The latitude at the time of observation is determined as in Table IX. (To be continued.) THE MARINE REVIEW 509 Table VIII Determining Compass Error By Amplitude Local mean time 22d 4h 03m 00s 3h 19m W 23d Th 22m 00s Hourly variation 32 < x7.4 20d 15m 238 § 8 (Bowditch, Table 44) AGP 08 8 88 Sea ee ee Bae 6 8 80 arate wie era Gee cma geeee (added) Greenwich mean time Declination on Nov. 23 was-- 20d 1llm 22s § 3m 56s OO (860 eye) ee Wao NW a 8 Se ene lene a ar aneig Correction 236.8--3m 56s correction (increasing) Latitude WUdG ecto wee tees 56d 42m 00s N....secant....0.26041 Declination =45 32... 20d 15m 285 §..:.. Sine, 65 < 9.53922 9.79963 Logarithmic sine of True Amplitude True amplitude oe Wy bon Wee S Compass amplitude 32... 00.0000. 102.0000 i. fce a Compass error is se ee Variation. sosvet ee CU CU es ee Deviation ce Misccis sie ol eceees whee ee 22d 45m E Table IX Finding Latitude by North Star Chronometer: tine: 2 10d 4h 31m 21s Since ib: waS> a.Mis: 2. oo ceo; --1-+12 Chronometer time of Greenwich mean time 9d 16h 31m 218 Right ascension 20.5086 bo. ee lih 09m 56s Translate to sidereal (Table IIl)........ 2m 42s Greenwich sidereal': "times 4 e one es ee. 9d 27h 43m 59s™ right ascension of Greenwich mean time Right ascension of North Star........... lh 32m 45s Hour angle at Greenwich... 6... .2s.+. 9d 26h 11m 14s Longitude 30d 17m W in time.......... 2h 01m 08s W Hour. angle -al® the ship ssa ee. es ke 9d 24h 10m 06s which equals 10d 00h 10m 06s The declination of Polaris on Sept. 10, 1919, was 88 degrees, 52 minutes, 26 seconds. With the hour angle as the vertical argument and the declination as the horizontal argument, the correction given in Table I iy 67 minutes 27 seconds which equals 1 degree, 27 minutes, 27 seconds and the sign is minus. Correction True altitude of North. Star......... ene ee ee er we enene wee eee rer er rere reps eereeseseeeeeeseeeseeserene 52d 41m 44s N 1d 07m 27s -- 51d 34m 12s N Latitude of the ship in Scotland, with the Ship- building Employers' federa- tion on one side and the Clyde ship- wrights on the other. An interesting feature of this wrangle is that 'the men no longer base their claim for higher wages on the increase in the cost of living, but merely because the joiners have received an advance of 12 shillings, about $2.40, per week, The Shipbuilding Employers' federa- ton has refused the claim of the shipwrights union, to which has been Jomed the blacksmiths and_ boiler- makers, to 3. shillings (60 cents) per day advance, and the Clyde branches of the union have, therefore, called on their executive committee to de- Clare a national strike in order -to enforce the demand. The shipwrights, blacksmiths and boilermakers in 'the Clyde yards number about 30,000 men. \ NOTHER wage dispute is raging What the British Are Doing Short Surveys of Important Activities in Maritime Centers of Island Empire The industrial court at Glasgow, Scotland, has also recently been con- cerned with the hearing of a number of other labor disputes in connection with the shipbuilding industry. In one case, the Amalgamated Union of Labour is asking 'the court to grant the men employed by Sir William Beardmore & Co. as boilershop labor- ers working in conjunction with piece- work boilermakers a 12% per cent bonus in lieu of the present 714 per cent. In the Belfast shipbuilding and engineering trades, an advance of 6 pence per hour for men and 3 pence an hour for boys is being asked with corresponding advances on piecework rates. This demand covers two yards at Larne, Ireland, the firms of J. & £. Hall and the Sunderland Forge Co.; the Belfast Harbour Commissioners; Harland & Wolff, and Workman, Clarke & Co. The men also are still persevering in their demand for a 44- hour week. The North of Ireland Shipbuilding Co., Ltd., has reopened its yard at Londonderry, since 'the re- cent Sinn Fein disturbance has in some measure calmed down, ik * O* JULY 15, the shipping con- troller of Great Britain with- drew all government controlled rates of freight, coastal and otherwise. The 'British government is being severely criticized for discontinuing the coast- wise shipping subsidy at the present time, the contention being that assist- ance to coastwise shipping should -- continue until normal competitive conditions of transport are resumed. Sir Norman Hill, in addressing the house of commons on this matter, argued that a genuinely fair economic traffic should be introduced on the railways, by the abolition of excep-