The Law of Storms. 205 
the critical maneuver of wearing ship, which saved the vessel : 
we were foundering.” Verily, this was “out of the jaws of 
death,” and probably there were few more sincere thanksgiving 
services than those held on board this vessel on Noy. 29th, 1888, 
as recorded in her log. One other report may be referred to 
here, as it is of especial interest. It is from the British steam- 
ship “ Effective,” whose position is plotted about half way be- 
tween Bermuda and New York. At this time the wind was 
S SE., force 8, and the storm center was moving directly toward 
her. We learn from Captain Crosby’s report that by noon, local 
time, the wind was strong from south ; at 4:30 p. m., a hard gale 
from east, moderating until midnight, barometer falling very rap- 
idly. Nov. 26th, very heavy gale from NE., ship heading bow 
to sea ; noon, wind east, barometer 28.60; 5 Pp. m., wind N NE., 
28.20; 10 p. m., SW.; midnight, W., 28.20. This report illus- 
trates the experience of a vessel close to the line of sudden shift 
of wind from SE. to N NE., and sustains very well the spiral 
lines drawn on the chart, just where there is an absence of data 
on the chart itself. 
Lack of space does not allow of further details, and I must go 
on to the next plate, 
Tue Sr. THomas—Harrreras Hurricane oF SEpT. 3-12, 1889. 
This plate is copied exactly from a Supplement issued with 
the Pilot Chart for October, 1889 (published Sept. 27th), with 
only the addition of the tracks of the two storms (as indicated 
_ by later data) and the tracks of a few vessels (see small charts 
dated Sept. 3, 4-7, 10). Considering the early date of publica- 
tion, the wide expanse of ocean covered by the charts, and their 
essential accuracy (as indicated by later data), it must be ac- 
knowledged, I think, by anyone who is at all acquainted with the 
difficulties incident to this sort of work, that this supplement to 
the Pilot Chart hit more closely to the truth in this matter than 
would probably be possible under similar circumstances in one 
case out of ten. Had later data materially modified conclusions 
drawn at such an early date, it could not have been a matter of 
surprise, although this prompt publication would still have served 
a most valuable purpose in interesting navigators to contribute 
data likely to help us in establishing the facts. Indeed, the fol- 
lowing quotations from the Pilot Chart and Supplement illustrate 
exactly what was desired, and what was actually accomplished 
