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over and retired, thus ending his ca- reer as he had begun it--on a vessel named Huron, QUESTIONS_ FOR WHEELSMEN AND WATCHMEN. FIFTH INSTALLMENT, 49. How should sidelights be fitted? 50. What are the course lights? 51. Why are the colored lights fitted with inboard screens? 52. Over how, many. points of the horizon should both the colored or sidelights show together? 53. Describe the headlight on a steam vessel and tell how it should ke » fitted? 54. What lights should a stearier with a tow, other than a raft, exhibit? '.55. What lights must a vessel in tow of another vessel exhibit? 56. When is a vessel considered a steam vessel and when is she consid- ered a sailing vessel? 57. If a vessel is being propelled by both sails and machinery is she a steam or sailing vessel? 58. What is the forward tow light for steamers with a vessel or bree in tow? '59. What is the after tow light for the same? What is this after light called, what is it for, and how should it be fitted? 60. What do you understand by an _ overtaking vessel? ANSWERS TO QUESTIONS FOR WHEELSMEN AND WATCH- MEN. SECOND INSTALLMENT. PUBLISHED MAY 30. 13. Because it lies half way between N and NE. It takes the name of the nearest cardinal point and the adjacent inter-cardinal point. North is the near- est cardinal point, hence, the first part of the name is composed of north; and NE is the adjacent inter-cardinal point, and therefore, northeast is the remain- der of the name, or when both to- gether, north-northeast. That is in the direction of north toward NE, or between north and NE. 14. It is the vertical black line marked on the inner surface of the compass bowl, arid represents the ves- sel's head and the line of the keel. It is to steer the ship by, that is, to keep her on any desired course. It is . point faced by the steersman, consequent- ly it is on the forward inside surface of the bowl. The center of the compass card and the lubber's point should be in the same line with the keel of the ship, or parallel thereto, and the point marked on the card representing the course the vessel is to be steered should be kept coincident, that is, the vessel's course and lubber point should always coincide. "TAE. MARINE. REVIEW The point of the compass card which is directly against the lubber mark in- dicates the direction of the ship's head by that particular compass, Nearly all compasses now have four lubber marks, but only one is used to steer by; the others are more for, "lining up" by, and for bearings abeam, and such other purposes. 15. Eight points--4 points to E and from E to SE 4 points. 16. W %S._ Reverse is simply to return on the same line, course or bear- ing, that you have either gone or ob- served on. 17. Nx W. Five points to the left of the wind for the starboard tack. 18. By. the trim of her sails, the di- rection of the wind and the course the vessel is heading on. 19. By noting- the number of the blasts of her fog horn. 20. One blast at intervals of not more than one minute, but as often as it may be deemed prudent, so long as the intervals between each set of blasts can be readily distinguished from each other. 21. Forward of abeam is the bear- ing or, direction that makes an angle exactly crosswise of the ship, that is, at right angles with the keel line of the ship. Abeam is this crosswise line, and is always'8 points from the line of the ship's head and stern, or keel line proper. Abeam is a line at pre- cisely right 'angles to the keel, matter where it may be on the ship. For example: Imagine line drawn from stem to stern on deck, and then another drawn at right angles to -it, that is, crosswise. . Now, any bearing that makes an angle with this athwartship line on the forward side of it (toward the bow) is said to be a bearing "forward of abeam." And any bearing that comes abaft this line is said to bear "abaft the beam," that is, on the after side of it, or toward the stern. 22. Two points forward of the star- board -beam, or six, points from the ship's head. 23. ESE... Abredst: is a 8 points from the direction of the ship's head, hence, 8 points-to the right (starboard) of NNE is ESE. Abreast 'and abeam are one and the same thing. 24. N x EYE. For the port tack count 514 points to the right of the di- rection of the wind, hence, 5% points to the right of NW is N x EYE The steamer Bulgaria grounded on South Fox Island in a dense fog, but _ was released by the car ferry Manis- tique without injury. on the forward side of a line running. no. a fore-and-ait™ 27 THE VALUE. OF A COURSE CORRECTOR. When bearings are frequently taken by compass, as on entering pont, their ready conversion into true or correct magnetic equivalents for plotting on- the chart is a matter of the first im- portance; and it is in such cases that the course corrector is most useful; many things then engage the naviga- tor's attention--he is liable to érr, how- even capable and careful, but the mechanism--never. Let any one pro- pose to himself quickly a ptoblem like the following--ship's head by com- pass SEY%S, deviation 8° Wly., varia- tion 6° Wly., what are the true and correct magnetic bearings correspond- ing to ENE and S x W%W?--and 'he will realize the facility of the mechan- ical over the mental process, with the unfailing correctness of the former, in addition. When one becomes accustomed to using a course corrector he will never use anything else. The*superior qual- ifications of our course corrector lies in the fate that everything that is done is right before the eyes of the opera- tor. Nothing is done without showing the reason for it, because the operator must plainly see every move he makes. He cannot help it for the whole thing. is right before him. DRY DOCK AT PUGET SOUND. The navy department has adver- tised for- bids for the construction of.a-large basin dry dock for. the' Puget Sound navy yard which is to cost not to exceed $2,250,000, and for which the bids are to be opened June. 27. The dry dock will embody a new feature in its construction in that it will be made head-square instead of round, this design being employed for the purpose of enlarging the dock as the occasion may require with comparatively small cost. It is ex- pected that if the plan proves a suc- cess it will be employed hereafter on -- all government dry docks. The. di- mensions of the new dry dock are to be as follows: Length on center line at coping level from outside at head to end of apron, 727 ft.; length on floor from head to outer sill, 653 ft.; length © on floor from head to abutment, 608 ft.; width in body of dock at cop- ing (least), 135 ft.; width between faces of altars at still level (least), 95 ft.; width between faces of lowest altars (least), 82 ft.; width of entrance at cop- ing level, 115 ft. 6 in.; depth on center line coping to floor of dock (great- est), 47 ft. 7 in.; depth of center line coping to floor of dock (least), 46 ft. 7 in.; depth of coping level to sill of dock, 45 ft.