Practical Talks by an Astronomer

Part 1

TRANSCRIBER'S NOTE

Italic text is denoted by underscores.

Obvious typographical errors and punctuation errors have been corrected after careful comparison with other occurrences within the text and consultation of external sources.

More detail can be found at the end of the book.

PRACTICAL TALKS BY AN ASTRONOMER

Photographed by Loewy and Puiseux, February 13, 1894.]

PRACTICAL TALKS BY AN ASTRONOMER

BY HAROLD JACOBY

ADJUNCT PROFESSOR OF ASTRONOMY IN COLUMBIA UNIVERSITY

ILLUSTRATED

NEW YORK CHARLES SCRIBNER'S SONS 1902

COPYRIGHT, 1902, BY CHARLES SCRIBNER'S SONS

Published, April, 1902

TROW DIRECTORY PRINTING AND BOOKBINDING COMPANY NEW YORK

PREFACE

The present volume has not been designed as a systematic treatise on astronomy. There are many excellent books of that kind, suitable for serious students as well as the general reader; but they are necessarily somewhat dry and unattractive, because they must aim at completeness. Completeness means detail, and detail means dryness.

But the science of astronomy contains subjects that admit of detached treatment; and as many of these are precisely the ones of greatest general interest, it has seemed well to select several, and describe them in language free from technicalities. It is hoped that the book will thus prove useful to persons who do not wish to give the time required for a study of astronomy as a whole, but who may take pleasure in devoting a half-hour now and then to a detached essay on some special topic.

Preparation of the book in this form has made it suitable for prior publication in periodicals; and the several essays have in fact all been printed before. But the intention of collecting them into a book was kept in mind from the first; and while no attempt has been made at consecutiveness, it is hoped that nothing of merely ephemeral value has been included.

CONTENTS

PAGE

NAVIGATION AT SEA 1

THE PLEIADES 10

THE POLE-STAR 18

NEBULÆ 27

TEMPORARY STARS 37

GALILEO 47

THE PLANET OF 1898 58

HOW TO MAKE A SUN-DIAL 69

Part 2

PHOTOGRAPHY IN ASTRONOMY 81

TIME STANDARDS OF THE WORLD 111

MOTIONS OF THE EARTH'S POLE 131

SATURN'S RINGS 140

THE HELIOMETER 152

OCCULTATIONS 161

MOUNTING GREAT TELESCOPES 170

THE ASTRONOMER'S POLE 184

THE MOON HOAX 199

THE SUN'S DESTINATION 210

ILLUSTRATIONS

THE MOON. FIRST QUARTER Frontispiece Photographed by Loewy and Puiseux, February 13, 1894.

FACING PAGE

SPIRAL NEBULA IN CONSTELLATION LEO 26 Photographed by Keeler, February 24, 1900.

NEBULA IN ANDROMEDA 28 Photographed by Barnard, November 21, 1892.

THE "DUMB-BELL" NEBULA 34 Photographed by Keeler, July 31, 1899.

STAR-FIELD IN CONSTELLATION MONOCEROS 84 Photographed by Barnard, February 1, 1894.

SOLAR CORONA. TOTAL ECLIPSE 108 Photographed by Campbell, January 22, 1898; Jeur, India.

FORTY-INCH TELESCOPE, YERKES OBSERVATORY 170

YERKES OBSERVATORY, UNIVERSITY OF CHICAGO 176

PRACTICAL TALKS BY AN ASTRONOMER

NAVIGATION AT SEA

A short time ago the writer had occasion to rummage among the archives of the Royal Astronomical Society in London, to consult, if possible, the original manuscripts left by one Stephen Groombridge, an English astronomer of the good old days, who died in 1832. It was known that they had been filed away about a generation ago, by the late Sir George Airy, who was Astronomer Royal of England between the years 1835 and 1881. After a long search, a large and dusty box was found and opened. It was filled with documents, of which the topmost was in Sir George's own handwriting, and began substantially as follows:

"List of articles within this box. "No. 1, This list, "No. 2, etc., etc."

Astronomical precision can no further go: he had listed even the list itself. Truly, Airy was rightly styled "prince of precisians." A worthy Astronomer Royal was he, to act under the royal warrant of Charles II., who established the office in 1675. Down to this present day that warrant still makes it the duty of His Majesty's Astronomer "to apply himself with the most exact care and diligence to the rectifying of the tables of the motions of the heavens and the places of the fixed stars, in order to find out the so much desired longitude at sea, for the perfecting the art of navigation."

The "so much desired longitude at sea" is, indeed, a vastly important thing to a maritime nation like England. And only in comparatively recent years has it become possible and easy for vessels to be navigated with safety and convenience upon long voyages. The writer was well acquainted with an old sea-captain of New York, who had commanded one of the earliest transatlantic steamers, and who died only a few years ago. He had a goodly store of ocean yarn, fit and ready for the spinning, if he could but find someone who, like himself, had known and loved the ocean. In his early sea-going days, only the wealthiest of captains owned chronometers. This instrument is now considered indispensable in navigation, but at that time it was a new invention, very rare and costly. Upon a certain voyage from England to Rio Janeiro, in South America, the old captain could remember the following odd method of navigation: The ship was steered by compass to the southward and westward, more or less, until the skipper's antique quadrant showed that they had about reached the latitude of Rio. Then they swung her on a course due west by compass, and away she went for Rio, relying on the lookout man forward to keep the ship from running ashore. For after a certain lapse of time, being ignorant of the longitude, they could not know whether they would "raise" the land within an hour or in six weeks. We are glad of an opportunity to put this story on record, for the time is not far distant when there will be no man left among the living who can remember how ships were taken across the seas in the good old days before chronometers.

Anyone who has ever been a passenger on a great transatlantic liner of to-day knows what an important, imposing personage is the brass-bound skipper. A very different creature is he on the deck of his ship from the modest seafaring man we meet on land, clad for the time being in his shore-going togs. But the captain's dignity is not all brass buttons and gold braid. He has behind him the powerful support of a deep, delightful mystery. He it is who "takes the sun" at noon, and finds out the ship's path at sea. And in truth, regarded merely as a scientific experiment, the guiding of a vessel across the unmarked trackless ocean has few equals within the whole range of human knowledge. It is our purpose here to explain quite briefly the manner in which this seeming impossibility is accomplished. We shall not be able to go sufficiently into details to enable him who reads to run and navigate a magnificent steamer. But we hope to diminish somewhat that small part of the captain's vast dignity which depends upon his mysterious operations with the sextant.

To begin, then, with the sextant itself. It is nothing but an instrument with which we can measure how high up the sun is in the sky. Now, everyone knows that the sun slowly climbs the sky in the morning, reaches its greatest height at noon, and then slowly sinks again in the afternoon. The captain simply begins to watch the sun through the sextant shortly before noon, and keeps at it until he discovers that the sun is just beginning to descend. That is the instant of noon on the ship. The captain quickly glances at the chronometer, or calls out "noon" to an officer who is near that instrument. And so the error of the chronometer becomes known then and there without any further astronomical calculations whatever. Navigators can also find the chronometer error by sextant observations when the sun is a long way from noon. The methods of doing this are somewhat less simple than for the noon observation; they belong to the details of navigation, into which we cannot enter here.

Part 3

Incidentally, the captain also notes with the sextant how high the sun was in the sky at the noon observation. He has in his mysterious "chart-room" some printed astronomical tables, which tell him in what terrestrial latitude the sun will have precisely that height on that particular day of the year. Thus the terrestrial latitude becomes known easily enough, and if only the captain could get his longitude too, he would know just where his ship was that day at noon.

We have seen that the sextant observations furnish the error of the chronometer according to ship's time. In other words, the captain is in possession of the correct local time in the place where the ship actually is. Now, if he also had the correct time at that moment of some well-known place on shore, he would know the difference in time between that place on shore and the ship. But every traveller by land or sea is aware that there are always differences of time between different places on the earth. If a watch be right on leaving New York, for instance, it will be much too fast on arriving at Chicago or San Francisco; the farther you go the larger becomes the error of your watch. In fact, if you could find out how much your watch had gone into error, you would in a sense know how far east or west you had travelled.

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