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ndence. ‘ourselves responsible in any way for the views or r correspondents- It is our desire that all sides or welfare of the lake marine 0 fairl psaacuhey A MHE MARINE RECORD. WILL REACH THE TUG. CrEVELAND, O., March 4 1892. ¢ Baitor of the Marine Record. "I worked out Capt. Henrich’s tug probler last week, but “ht no more about it until I noticed the great variety of wers in TH Marine Recorp, “As none of them coincide with mine, I venture to send it in. _ NNW 36 miles, thence NE by E 3844 miles = 420} miles. 2, N by Ej E59 miles, thence NE by 265} miles = 324} “ 8. NE} E 265 miles. | ——————— a oe eae A CORRECTION. * 10 REACH THE TUG. CLEVELAND, March 8, 1892. To The Editor of the Marine Record. My reply to the tug problem in your issue of March 3 will stand a correction, as follows: First course, B would have to sail 420% miles in 38.25 hours, Second, B would sail 324} miles in 29.50 hours to oyertuke A, and on the third course 2804 miles in 25.50 hours. The foregoing solution I believe to be correct as to time and distances, If not, I should like to see some other man shaping the courses. 8. W. G. rr oe TO INTERCEPT THAT TUG. Burraxo, March 2, 1892. To the Editor of The Marine Record. Enclosed you will find the three solutions to Mr. Henrich’s example published in Tim Marine Recorp February 22. Direct course, tug B. would steer from where she met vessel NE, } E. 275 miles to intercept Tug A. Course 2, B. would steer NNW. 36 miles to where vessel passed A., then steer NE. by E. 384} miles to overtake A. Course 3, B. would steer from where she met vessel N. by E. } E. 60 miles to where A. would be at the time B. met ves- sel, then N, E. by E. 2694¢ miles to overtake A. <n + a HOW TO REACH THE TUG. SarnrA, March 4, 1892. To the Editor of the Marine Record. Solution to Frank Henrich’s Tug Problem: Tug A is 76.5 miles ahead of tug B when chase commences, viz., 36 miles 8. §. E. from where located by sailing ship and reported sailing N. E. by E. 9 miles per hour. Tug B would have to sail as follows, to overhaul tug A: Time. Course. Distance. Ist. 38.25 N, 22° 307 W. 36.00 = 420,75 mil Hours. N.56 15 E. SS4TONI Vs Stree eee B could sail as follows to overtake A. Time. Course. Distance; Qnd. 24.21 N. 24° E. CONE Bae ee Hours. N. 56h 266.31. — 92-51! miles. B to shape his course from his first point of departure, viz., at where he spoke to sailing ship, ete., so as to intercept A, would have to steam as follows: 3rd, N, 48° 50’ 25/” KE. for a distance of 273.78 miles == 24.8890 hours. Tug A has sailed N. 11° 15’ E. since B started in pursuit for a distance of 224.00 miles = 24,8888 hours. Solution of last course and distance: Having ascertained distance sailed by tug A from point hailed by sailing ship to be 264.5 miles, also course and distance sailed by sailing ship to point of B’s departure = 36 miles 8.8. E., making angle with tug A’s course 101° 15’, giving triangle of two sides and included angle to find angle and third side. i da The tugs would be together before reaching the vertical point of intersection shown in accompanying illustration, owing to their breadth of beam, I assume the first point of contact for my answer, CANNUCK. Se LET US HAYE SOMETHING FRESH. Minwavxker, Wis., March 8, 1892. To the Editor of The Marine Record. As ‘‘Beginner’s’’ problem yet seems to disturb the minds of some of your contributors, allow me to end the matter by quoting the following plain figures. ‘Beginner’ names his altitude and declination correct, wherefore I presume he gives his declination corrected for longitude, but as the altitude is not corrected for semi-diameter, I conclude he wants us to un- derstand it is corrected only for index error. The simplest way to solve the example is by the reliable method of ‘‘find- ing the hour angle,”’ which can always be found when latitude, altitude and declination are known, thus: © Alt, 4°50’ 00’ T. Alt. 4° 527 14/7 Ref. 0 1010 Lat. 47 1 00 Secant. — 0.16635 4 39 50 P.D. 97 9 00 Secant. — 0.00339 Dip. 0 349 Sum 149 2 00 4 36 1 Sum. 74 31 00 Cosine. = 0.42644 Par, +00 9 4 52 00 4 36 10 Sem.Dia.0 16 4 Rem’der, 69 39 00 Sine. = 0.97201 T. Alt. 4 52 14 H’r.An 0.56819 Log hour angle = 4 hours 59 minutes 4 seconds—1—4 hours THE MARINE RECORD. 59 minutes, reduced to arc = 74° 46” 00/7, © bearing S. 74° 46/ W., or W. 15° 148. ‘And now allow me to introduce the following problem as.an exercise in working a Mercators chart, the problem to be solved by construction partly: ‘The steamer Westover left San Francisco, Lat. 37° 48/ N., Long. 122° 26’ W., on the 2st of February, 1889, at 3 hours 16 minutes P. M. local mean time, with orders to take the shortest route for Yeddo, Lat. 35° 40” N., Long. 140° 0” E. On March 8th at 10 hours 45 minutes A. M., local meantime, a steamer arrives in San Francisco and ‘reports that she has signalled the Westover on the 28 h of February 6 hours 30 minutes P. M., apparent ships time, in Long. 151° 12/ W., and having after their meeting steered true course by Merca- tors Chart until arrival. 1. What latitude did they meet in? 2, What course had the Westover been steering from San Francisco to point of meeting, and what course should she continue on? 3. When should she be due in Yeddo at the rate of speed she, to that time, had been running at? 4, What had been the average speed of the other steamer? Apvournr L. FrrerscH, oO oO THAT TERRIBLE AZIMUTH. Burrato, March 7, 1892. To the Editor of the Marine Record. That azimuth,—yes, that Ashtabula azimuth, will it ever be solved, The nautical season is fast approaching, and old Ja- maica will soon shine on the north side of the fence, and this mysterious azimuth is never solved. Begioner reqnired the deviation of his compass and how to apply it, and in every issue of your valnable columns since the ne’er to be forgotten 28th of January, this azimuth has been box-hauled, club-hauled, par-buckled and keel-hauled by the master minds of (Sailor on Deck), Student, Observer, Specta- tor, Looker on, Cannuck and others, and yet Beginner has not been informed how his compass needle pointed in relation to the true meridian, and according to statements in the columns of your valuable paper, and by the above named authorities (Sailor on Deck) and his solution and method, has been their targets ever since apparently, were it not for his (Sailor on Deck’s) statements and English navy methods, Beginner would not be dangling in suspence between N. and S. Therefore, read ye, all whom it may concern, that with due respect and justice to my learned instructors, I will endeavor to explain, sustain and defend my statements and method well. In ‘ue Marine Record, January 28th 1892, Begin- ner’s example was in substance thus: October 11th 1891, lat- itude 47° 01’ N., altitude 4° 50’, sun’s corrected declination 7° 09’ S., op what point of the compass did the sun bear at that time, and concludes with suggestion that the answer should be reckoned from the north. Hence, the keel-hauling etc. In reply I endeavored to solve Beginner’s example as far as practicable confining myself to the example as given, I claim the honor of doing so, and I found the sun’s true azimuth to be 8, 74° 06’ 02/7 W. and no other, on the given date and place of observation. Now I did not understand that the elements given in the example requir- ed any corrections, but it appears to me that Beginner is a de- scendant from the king of whom we read in the good book who demanded his subjects to tell him his dream and the interpre- tation thereof. Mr, F. Henrich endeavors to console Begin- ner, and informs him how thesnn ought to have bore by his compass, by applying all the corrections to the given altitude, assuming a dip of 15 feet and other corrections out of the nauticl almauac, such as parallax, refraction, and semi-diameter and finds the true altitude of the sun's center, then he assumes a variation of 2° E., then tells Beginner how the sun ought to have bore by his compass, not how it did, but the answer is, how it ought to have bore. Such methods as the above are as intelligible to me as the good old king’s example, and I must confess, try all my skill, T find it still just what I found before, 8, 74° 06/ 02/” W., and the end is not yet, another beauty states that an azimuth can be reckoned either N. or S., that the method used by (Sailor on Deck) is in general used in the English Navy, add that F. Henrich’s method must be given the preference to all others, being easier remembered and less liable to errors; In reply I beg to differ with my nautical friend, and at a loss to know why he did’nt explain this great advantage gained by turning around and reading an azimuth from the opposite point of the horizon. Now { appeal to the common sense of the readers of this article, and ask you what can be more simple, more easy remembered, aud less liable to confusion and errors,—nay, more rational, than to read or reckon an azimuth from the point of observation, and where is the gain or facility of about- ship and reading or reckoning it from the opposite point of the horizon. This I wish my critics to explain, and furthermore I ask you, if Beginner bad waited till the sun was in the west hori- zon and required the sun’s true bearing by amplitude, would your critics tell him to reckon the answer from the east, and then sustain your assertion by simply saying it is easier to be remembered and less liable to error than that English Navy method. Now I trust that each and all of you will be so obliging in the future as you have been in the past, and give all con- cerned, myself included, the why and wherefore you gain this great advantage, and a simpler, more Jess liable to error method, unknown to me an Moreover, before I dismiss you, T will state that whatever methods are used or adopted Navy, you will never be misguided by adopting tl fully study, feithfully apply it without fear, favor and you will never regret or find yourself out of r In conclusion, I am sorry that I put my finger in bula azimuth. I trust Beginner has obtained the formation, and confessing it to be more than I am equal part under the circumstances, T trust that you all have eali that the failure is not absolutely due to my incompetence, — A SAILOR ON Sr 1 oo RE MINISCENCES. Sompra, Ont., March To the Editor of The Marine Record. It is some time since I submitted my official log book fc inspection to Tue Marine Kecorp and it looked for aw recently as if I had made my last cruise around the long b for, while stowing away my summer supply of ice T attacked with cramps (not rheumatism) so badly, that Ib a fairly good course tor ‘Fiddlers Green’? all standing. Hoy : ever, they did not close the hatches on me quite, I’m not stowed away, indeed, I keep well to windward every wut on deck, though I confess to a little hankering after the ei bell mnsic when it comes my temporary watch below. I notice from time to time Tue Recorp speaks of Captain William B. Guyles, of Cleveland. In 1844 he was sailiug a brig and lay at anchor one night just below Amherstburg, I had been discharging a cargo of lumber at the dock and at 10 p. m. got under-weigh, with a light northerly breeze. I tried to clear the brig but with more drift than headway in the eu rent got foul of her. I supposed that I would have quit large bill to pay and when Captain Guyles came on deck T stood by fora raking over, but nothing of the kind, after — assuring him I would pay the damage, he said wait untila — repair bill was sighted and himself and crew went heartily to work to clear the fouled vessels. A month later I went to see the captain in Cleveland and took money along with me to pay the bill, he told me it was $1.50. hoa Captain Guyles has always been my friend and when [ went — to England to pass the Board of Trade so as to secure a certifi: cate entitling me to sail a British registered vessel, he gave me a splendid recommendation as a sober industrious man, this” was also signed by Mr. Tisdale manager of the Mercantile In- surance and bore the seal of the company. ty Tn the fall of 1866 I arrived in Cleveland with the schooner Narragansett loaded with wheat consigned to the city mills, Mr. Harvey wanted the wheat left in the vessel for winter storage, paying for same and discharging her free of cost i y the spring, they also had four other vessels loaded and desired to have a responsible man appointed to take care of these ves- sels loaded and desired to have a responsible man appointed 4; to take care of these vessels and their cargoes, Captain Guyles was spoken to and he requested them to hire me, I received $60 per month for five months, besides I sparred and fitted the rig- ging for two new vessels and was allowed $3 per day for that work, Mr. Harvey gave me a loft free from rent and all this through the kindness of Captain William B. Guyles. Mi Lhave noticed in Tue Recorp that Captains Tom. D. Grover and Carlton Graves are still to the fore, I knew them both, you also state that anchors are brought to the hawse now by electric power, that is certainly grand, but, my four footed — crew have for some time used the power magnetic and can hoist their main peaks at a moments notice, without haly: ds. and up so taut it lifts their stern in the air, I supposed some- — times they would founder head-first and forbid their using this — purchase any more on pain of their being placed on the ch as lighthouses if they did: This same four footed crew act very queerly just before the snow began to fly jast fall and puzzled and worried over the matter considerably, until find out that they considered themselves slighted on account of } Wade, Jr., not sending for them to mann his handsome oe yacht Wadena, built by the Cleveland Ship Building Co., tl kept their state rooms and would not be comforted. Captain L. M. Coe of the Cleveland City Forge perused last official log in Tum MArine Recorp and kindly enter my uame on the list of subscribers to the Cleveland dai Leader for one year, gratis, besides writing me a nice long lett of several pages. Now, if there is anything a nonagenarian 8 of Neptune, a flat-footed, web-footed, ‘‘fulland bye” naviga appreciates, it is just such an act as the foregoing and 1 heart is big enough if I only had the power to strike handsome and valuable memento inscribing on it the wor “A Frienp to THE SATLOR” and present it for just thoughtful, manly, noble traits of character wherever fou o’er this broad land. It lights a fellow along to his long wat below to think somebody cares for him and has patience in this work-a-day age to say so. 5 My sidelights requires frequent trimming and the bi lamp is burning dim so that I can hardly keep her so I guess I had better heaye-to for awhile, and will shak out and give her sheet again aftera rest. The water here and we haye to go into the channel bank for water. It has been ‘free trade” here but the bridge now getting poor; CHARLEs G