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Useful Hints on Chronometers-Their Preservation

Chronometers should be handled as little as possible on ship-board, and they should always be kept in the outside cases, screwed down amidships, in some secure place, and free from any current of air.

The outside case should always be kept closed, except when taking time and winding. The reason is obvious-a sudden change of temperature and exposure to sea air is injurious; and a sudden change of temperature will cause a chronometer to sweat, and it will become rusty. As an instance-if you expose a chronometer by leaving the lids of the case up through the night the chronometer may receive a temperature of 40 degrees. In the morning the sun may shine and the day prove very warm, say a temperature of 60 degrees. This sudden change of temperature will cause it to sweat, and it is liable to become more or less rusty, and it then cannot maintain a permanent rate. Hence will be seen the necessity of protecting in a proper manner (with the outside case and every care) this valuable instrament, rendered so necessary in navigation. The outside cases are lined and packed for the express purpose of keeping the chronometer free from exposure to the sea air, and sudden changes of the atmosphere, and they should never be removed.

It has been a subject of extreme vexation to most chronometer makers, the course pursued of late by many ship-masters, in dispensing with the outside case. Many chronometers of the best makes have failed, through rust produced by exposing them.

Be careful when carrying the chronometer to and from the ship to secure the gimbol by the stay to keep it steady, and by all means to avoid quick circular motion.

When on board free the stay; be particular to fasten it back to free the gimbol. Ship time for deck observations is recommended to be obtained by a watch previously compared with the chronometer. In winding, turn it over gently, put the valve back, and apply the winder, turn easy till wound up, avoiding sudden jerks. Ship masters, by attending to the above suggestions, will generally receive a greater amount of satisfaction in the use of the chronometer.

Explanation of Compass Terms.

Variation of the compass is the angle between the true North and the magnetic North. This difference or error arises from the magnetic poles not coinciding with the terrestrial ones, and is due entirely to the influence of the earth on magnetic needles, which is the same at few parts of world.

Deviation of the compass is the angle included between the magnetic North and the compass North. This error is due to the disturbing influences of the iron of which the ship is built, as rudder post, mast, chains, funnel, etc.; her position when building, her cargo, or other causes within the ship.

Local Attraction is the error caused by some disturbing force outside the ship, and belonging entirely to the locality at which the ship may be-as mooring posts or chains, dock cranes, another iron vessel alongside, volcanic or magnetic influences, etc.

NOTE-Local Attraction and Deviation are too often confused, the two expressions being used indifferently to mean the same thing, when they are entirely distinct.

Heeling error is the effect produced on the compass by the heeling of an

iron or composite ship, the angle increasing with the amount of heel.

Leeway is the angle between the ship's course by compass and the direction which she makes through the water, as shown by her wake.

Compass course is the course steered by ship's compass.

Magnetic course is a compass course corrected for deviation and leeway. The true course of a ship is the compass course, corrected for deviation, leeway and variation.

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PILOTAGE RATES ON THE DELAWARE BAY AND RIVER

Under the Laws of the States of Pennsylvania and Delaware (Amended 1899)

FEET.

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INWARD.

If spoken east of Five Fath- If spoken inside of Fivel
om Bank Lightship, or north Fathom Lightship and out- If not spoken until inside of
of Hereford Inlet Lighthouse, side of line drawn from Cape line drawn from Cape May
or south of Fenwick's Island May Light to Cape Henlopen Light to Cape Henlopen Light.
Light.

Light.

OUTWARD.

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PILOT REGULATIONS

WARDEN'S OFFICE,

PORT OF PHILADELPHIA.

The attention of ship masters, owners, agents and pilots is called to the following requirements of the various acts of Assembly passed by the Legislature of Pennsylvania:

Every vessel arriving from, or bound to a foreign port, is bound by law to receive a pilot, except outward bound American vessels solely laden with coal mined in the United States.

Every master is bound to report immediately on arriving to the Warden's office, under a penalty of $10, and incurs a like penalty if he does not record his clearance with them before departing.

No license shall be granted to any person to act as a pilot, unless he has served an apprenticeship of six years on board of a pilot boat.

The pilot of every vessel is obliged to inform the master of his having to report at the Warden's office.

Every pilot detained by the master, owner or consignee, or by the ice, is entitled to $3 per day.

Every pilot, obliged by the ice or stress of weather to proceed to another port, is entitled to his pilotage, and if there discharged, to eight cents a mile for every mile he has to travel home.

That masters of vessels shall give an account to the pilot, when boarding, of the draught of such vessel, and in case he shall misrepresent said draught, and give it as less than the actual draught, he shall forfeit and pay the sum of $25, to be sued for and recovered before any alderman of the city of Philadelphia, by the Master Warden, who shall pay the same over, when collected, to the Society for the Relief of Decayed Pilots, their Widows and Orphans; he having first deducted the expenses incurred in recovering the same.

Every ship or vessel is bound to remain at the capes twenty-four hours after its arrival, to give the pilot an opportunity to be taken out, under a penalty of $800.

WILLIAM R. TUCKER,

Master Warden, Port of Philadelphia.

Warden's Office, 350 and 351 Philadelphia Bourse.

PORT WARDEN'S RULES AND REGULATIONS

-FOR

PORT OF PHILADELPHIA.

HARBOR MASTER'S OFFICE,

SOUTHEAST CORNER WALNUT AND DOCK STREETS.

For the information of owners, masters and others having command, care or charge of vessels within the Port or Harbor of Philadelphia, the following rules and regulations are published:

VESSELS TO REPORT AT WARDEN'S OFFICE.

I. All vessels arriving at the Port of Philadelphia must report at the Warden's Office, Rooms 350 and 351 Philadelphia Bourse, within twenty-four hours after arrival, and before leaving the port must report their clearance. Penalty for neglecting to report, from $10 to $50.

2.

follows:

ANCHORAGE,

Vessels will be allowed to anchor in the Delaware River as

MARCUS HOOK ANCHORAGE.

Eastward of the channel marked by Schooner Ledge Range Lights, opposite to and above the oil wharves at Marcus Hook.

LEAGUE ISLAND ANCHORAGE.

East of the mouth of the Schuylkill River and north of the channel marked by the lower Horse Shoe White Range Lights.

GREENWICH POINT ANCHORAGE.

East of the lines drawn between three anchorage buoys (being white with a black anchor painted thereon), located opposite (1) the Point House wharf, (2) Salt Works wharf (Porter street), and (3) Dickinson street; this anchorage not to extend south of the Point House wharf (1) buoy, or north of the Dickinson street (3) buoy.

NOTE. The buoys are located as follows: Buoy No. 1.-On the prolongation of the line of the upper (north) side of Point House wharf and distant 1,150 feet easterly on said line from the present N. E. corner of said wharf. Buoy No. 2.-On the prolongation of the line of the upper (north) side of the Salt Works wharf (Porter street), and distant 1,100 feet easterly on said line from the present N. E. corner of said wharf. Buoy No. 3.-On the prolongation of the line of the upper (north) side of the Dickinson street pier and distant 1,200 feet easterly on said line from the present N. E. corner of said pier.

COOPER POINT ANCHORAGE.

In the channel between Cooper Point and Petty Island, so as not to interfere with vessels going to or from Cooper Creek.

PORT RICHMOND ANCHORAGE.

East of the main ship channel, between the prolongation of lines drawn from the lower and upper ends of Petty Island, as marked by three anchorage buoys (being white with a black anchor painted thereon).

NOTE. The buoys are located as follows: Buoy No. 1.-On a line drawn between the present S. E. corner of Rush street pier and the lower end of the present timber revetment along Petty Island, and distant 1,275 feet southerly on said line from the present S. E. corner of said Rush street pier. Buoy No. 2. On the prolongation of the line of the upper (east) side of William street pier, and distant 1,000 feet southerly on said line from the present N. E. corner of said pier. Buoy No. 3.On a line drawn between the present S. E. corner of the lower Gas Works pier (Tioga street) and the upper end of Petty Island, and distant on said line 1,100 feet southerly from the present S. E. corner of said pier. As day marks to indicate approximately the east and west limits of the said Port Richmond anchorage, there is erected near each end of Petty Island a post about 18 feet high, bearing at its summit a white board with the letter A painted thereon in black.

WAR VESSELS AND PLEASURE YACHTS.

War vessels of the United States and of foreign nations, and pleasure yachts, with permission of the Harbor Master, may anchor in such location as not to interfere with the navigation of the river.

Vessels must not anchor at any place in the channel of the River Schuylkill, nor lie at any wharf in that river more than two abreast, without the permission of the Harbor Master.

Vessels must not anchor on the range line of any range lights.

A vessel under one hundred and fifty feet in length, when at anchor, shall carry forward, where it can best be seen, but at a height not exceeding twenty feet above the hull, a white light in a lantern, so constructed as to show a clear, uniform and unbroken light, visible all around the horizon at a distance of at least one mile.

A vessel of one hundred and fifty feet or upwards in length, when at anchor, shall carry in the forward part of the vessel, at a height of not less than twenty and not exceeding forty feet above the hull, one such. light, and at or near the stern of the vessel, and at such a height that it shall be not less than fifteen feet lower than the forward light, another such light.

The length of a vessel shall be deemed to be the length appearing in her certificate of registry.

3.

Vessels hauled into any wharf or dock, or alongside of other vessels lying at any wharf or dock, must be made fast to the shore with

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