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iLL LI a Or TRY NE ST Ta Ven eA ED Te EN ee —sr"_ eee ere Ee Ee eee SUN’S AMPLITUDES. The following approximate amplitudes of the sun’s rising or setting will-be given each week in this column during the season of navigation. A‘second bearing may be taken by compass at sunset, by reversing the east, bearing given for the nearest latitude, as the change in declination for a few hours makes but a slight difference in the true bearing of the sun’s setting. ‘The bearing may be taken when the sun’s center is on the horizon, rising or setting. ‘The ele- ments which may be obtained by taking these amplitudes are the quantities known as local attraction, variation and deviation, or the total difference between compass and true, or geographical bearings. LAKE ERIE AND S. END LAKE MICHIGAN, LAT. 42° N, Date. Amplitude. Bearing P’ts. Bearing Comp. Gly Acs cs. ee EK. 32° N. =N. 5% E. =N.E. by E. % EB. Pulp EE eS E. 30° N. =N. 53% HE. =N. E. by E. % E. " LAKE ONTARIO; S. END HURON AND CENTRAL’ PORTION LAKE MICHIGAN, LAT.. 44° N. Date. Amplitude. Bearing P’ts. Bearing Comp. LY Anes H.33° N.==N. 5 EH. aN. Be by: Bs: Mealy Liles. E. 31° N. =N. 5% E =N.E. by E. ¥ BE. N. END LAKES HURON. AND. MICHIGAN, LAT. 46° N. Date. Amplitude. Bearing P’ts. Bearing Comp. AUNY Cook ek Hi 342 No N. 15 2 B2 = NE. by EB. uly Tess coe. FE. 32° N. = N.5% E.=N. E. by E. % EB. LAKE SUPERIOR, LAT.- 48° N. Wis, Date. *Amplitude. Bearing P’ts. Bearing Comp. Mahysd. Se: E. 36°: No = N. 43, B. == Ni Bi 37 E. JUIY TL. so. ke. E. 34° N. = N.5 -E.= N. EDby'E. With a compass correct magnetic, the difference between the observed and true bearing or amplitude will be the vari- ation for the locality. Should there be any deviation on the course the vessel is heading at the time of taking the bear- ing, the difference between the observed and the true am- plitude after the variation is applied will be the amount of deviation on that course. If the correct magnetic bearing is to the right of the compass bearing, the deviation is’ east- erly. if to the left, the deviation is westerly. ee a ee OCEAN DERELICTS. Perhaps it is the natural instinct to personify every craft that floats—perhaps it is because they were once the domi- ciles of living beings, that makes human interest in dere- licts universal. They are the embodiments of pathos, the menace of tragedy. From the slavery of man they have gone forth to the freedom of the sea, which means, after all, that they are stumbling blindly on to that de- struction which ultimately awaits all things which are without the law. Some of them last but a day; others usually about twenty, but in 1873 an average of about thirty-five a month was reperted. Most derelicts are made off the coast of the United States in the Gulf Stream,:and they are prone to follow in the wake of the liners. Often they follow’ the ocean river around its great circle, and many of them get into the Sargasso sea. The most notable derelict was the Fanny E. Wolston, a three masted. schooner, lumber laden, which was aban- doned October 15, 1891 and’ was last seen in 1894. She drifted at least ten thousand’ miles, following the great circle in a zigzag way. In this. she differed from the W. L. White, a schooner which was abandoned off Delaware during the blizzard of 1888. The White was a fast trav- eller and started immediately for Europe. At times she attained a speed of thirty-five miles a day. She floated first to the Grand Banks, and hid in the fogs that hang over that region. She stayed doggedly in the mist, float- JAMES SPENCE ROBERTSON. If JAMES SPENCE ROBERTSON belong- ing to Dundee, Scotland, who was, it is believed, about 1889 in Tawas City, Michigan, U. S., and who was, it is, understood, latterly acting as-a Steward ona Lake Steamer running out of Bay City, Michigan, U. S., will communicate with the Subscribers, he will learn some- thing to his advantage. REID, JOHNSTON & Co., 34 Reform St., Solicitors, Dundee, Scotland. THE MARINE RECORD. ing around and around in a comparatively small circle, looming up suddenly under the bow of liners, sending .cold terror to the hearts of fishermen, colliding nowand then with other vessels and making a general nuisance of herself. After several months of this fun, she suddenly left one day and continued her journey to Europe, ground- ing at last on one of the New Hebrides after a cruise of ten months and a drift of 6,800 miles. Then there was ‘thé Fred B. Taylor, a schooner cut in half off our coast by the steamship ‘'rave. ‘Ihe people on the Trave waited to see the two parts sink, but, strangely enough, they remained afloat. . They: became separate dere- licts, and each went on a voyage of its own. ‘The stern stood high out df the water, and the wind blew it north, but the bow, sinking low, was carried south by the cold: shore current. which runs from Labrador south to Hat- teras between the coast and the Gulf’ Stream. The bow was destroyed off North Carolina. ‘The stern grounded on Wells Beach—Theodore Waters in Ainslee’s. rr LAKE SHIPBUILDING COMBINE. Another lake shipbuilding combine is upon the tapis, and it is said that if the plans which several owners of plants are at work on go through there will be another combination on the lakes before the opening of next sea- son. ‘The scheme is to get all the independent yards where steel vessels are built or repaired into one organiza- tion, and that means that all the plants of any importance not controlled by the American Shipbuilding Co., with the exception of the Davidson yard at Bay City, will be taken in. The plants that the promoters of the new consolidation are said to have lined up are the Craig Ship Building Co. falo, Columbia Engineering Works, of Marine City, falo, Columbia Engineering Works, of Marine, City Burger & Burger, of Manitowoc, Jenks Ship Building Co., of Port Huron, and the Shipowners’ Drydock Co., of Chicago. Very little can be learned at the present about the deal, but it is known that two of the principal owners favor the forming of a combination of all the independent yards and they have been at work on the plans for some time past. A conference of several of the shipbuilders was held at Chicago last week. The general opinion is that Capt. James Davidson, who operates a wooden shipyard and a big drydock at Bay City, will not go into the deal. oo ol oo NOTES. “SYREN AND SHIPPING,” a weekly class journal of Lon- don, Eng., has organized an American company under the name of the Syren & Shipping (America, Limited), with a capital of $100,000, to issue a weekly publication simulta- neously here with the European edition. The company have taken a suite of offices on the third floor of the Mar- itime Building, New York City, and expect to make their initial issue in this country some time in July. Mr. Joseph L. Carozzi, editor-in-chief. of the Syren and Shipping, is at present in New York taking charge of the company’s affairs. Anotuer Hero has taken to writing, atid this one per haps the most universally popular with his men and with the people at large that the Spanish war gave us. “Dick” Wainwright, who destroyed. the ‘Spanish torpedo boats with the converted yacht, the “Gloucester,’ at Santiago, has an article in the World’s Work for July on the Naval Academy at Annapolis, of which he’is Superinten- dent. But it is pleasant to note that Commander Wain- wright is as modest in his writing as he is in his talking ‘The’ article is all about the Naval Academy and its pre ceding superintendents. ‘The only suggestion of Wain- wright is the signature of the article’s author. ‘aE American Association for the Advancement of Science was. opened in Pittsburg on Saturday, with the meeting of the Society for the Promotion of Engineer- ing, one of the foremost bodies of its kind in the world. The sessions were opened in Carnegie Institute this morn- ing, with the presidential address delivered by Professor Robert Fletcher, of the Thafyer School of Engineering, of Dartmouth College’ © During the day technical papers were presented by Professor Charles F. Burgess, of the University of Wisconsin, Professor Edward Orton, Jr., of Ohio State University, Professor Charles P. Matthews, of Purdue University, Professor Robert H. ‘Thurston, of Cornell University, Professor N. Clifford Ricker, of the University of Illinois, President Palmer C. Ricketts, of the Rensselaer Polyteshnic Institute, and Professor Geo- rge F. Swain of the Massachusetts Institute of Tech- THE EQUATION OF TIME. So important is the correct appreciation of the few min- utés expressing the lateness or the fastness of the sun behind or in advance of true clock time, that a special name has been given to it—The Equation of Time. It is not the speed of the earth in its orbit that is the standard of time. ‘That varies from day to day. The rotation of the earth on its axis is the true measurer of duration to which we refer all events. If so, why is the sun not brought regularly to the meridian at exactly equal intervals of time? Because the onward motion of the ball, the earth, is not. constant, and appearances mix’ up and confound the orbitual mction of the earth with its diurnal rotation. . The earth in its flight keeps bounding out and in from the mean circle Of-its orbit, thereby trans- forming the path to an ellipse cutting the circle four times in the year. Gravitation compels it to acquire velocity when approaching the sun-and to lose velocity when re- tiring, and'the law of the travel is, that the straight line from the center of the sun to the center of the earth de- scribes equal areas in equal times. To simplify the ‘state- ment, the moon is here neglected. ©The equal area de- scribed in 24 hours of mean time is contained in a less or a greater angle at the sun according as the earth is beyond or within its mean orbitual circle. By the or- bitual motion of the earth the sun is made to go back about 4 minutes every day, making up one whole day in a year. This motion being at different distances from the sun is performed at different speeds, and hence arises the inequalities of the interyals between successive noons by the sun. i Such inequality of interval between successive culmina- tions of the fixed stars, that is between the times at which the same star ‘is on a certain meridian, does not exist; be- cause of their. great distance the inequality due to the same cause becomes so minute that it cannot be measured nor its existence detected by human power. ‘The sun, however, is comparatively quite near to us, for it would take only a hundred years at a hundred miles an hour to accomplish the direct journey whereas at 470 times this ‘speed the nearest fixed star would not be reached until 470 times a hundred years! Government Proposals. Sealed proposals will be received at the office ‘of the Light-House Board, Wash- ington, D. C., until 2 o’clock p. m, July 10, 1902, and then opened, for furnishing the materials and labor of all kinds neces- sary for the construction and ‘delivery of the twin screw steel steam light-house tender Crocus for a fixed sum for said ves- sel delivered either at the Buoy Depot, Buffalo, N. Y., or at the Light-House Depot, Tompkinsville, N. Y., as will be determined’ upon by the Light-House Board. Proposals, plans and_ specifica- tions can be had by applying to the Light- House Board, Washington, D. C.. or at the office of the Light’ House Inspector, — Buffalo, N. Y. George C. Remey, Rear- Admiral, U. S. N., Chairman. 25-26 3 apes gg ae ae THE NEW BAUSCH & LOMB-ZEISS STERE Binocular. Glasses. © Used by the Armies and |i Navies of the World. aa Invaluable for Tourists, |fm Sportsmen and Every-day {itm Use. Booklet Free, “3 Bausch & Lomb Optical Co., Rochester, N. Y. New York. Chicago. For sale by all dealers, % Ba: a anes ane LIQUID (iiip COMPASS Made in seven sizes by JOHN BLISS-& CO., 128 Front Street, New York, is finely finished sensitive, accurate and durable. and is extremely steady. pass ever made in this or any country. For sale by ship chandlers generally. Moves quickly Is the best Liquid Com-