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LEFT DAY 282 DAYLIGHT SAVING hours, 56 minutes, and 4 seconds. The reason of the difference is that the sun appears to go slowly to the E. through the stars, which makes them reach the meridian in a shorter time than he does, if the estimate be made by sun-time. An apparent day is the interval which exists between two successive transits of the sun across the meridian. An astronomi- cal day is a day beginning at 1 P. M. and continuing to the next. It is divided into 24 hours, not into two periods of 12 hours each. A day, in law, includes the whole 24 hours from midnight to midnight. In reckoning periods of time from a certain event, the day on which the event oc- curred is excluded. On the other hand, if it be required to prove survival for a cer- tain number of days, it will suffice if the person be alive for any portion, however small, of the last day. While an obliga- tion to pay on a certain day would there- fore be theoretically discharged by pay- ment before midnight, the law requires that reasonable hours be observed — e. g., if the payment (as a bill) is at a bank or place of business, it must be within business hours. Days of Grace. — The time at which a bill is actually due and payable, except in the case of bills payable on de- mand or at sight, is three days after the time expressed on the face of it, and these three additional days are called days of grace. In England, if the third day of grace fall on a Sunday, Christ- mas day, Good Friday, or a national fast or thanksgiving day, the bill is payable the day before. If it fall on any of the other bank holidays, or if the last day of grace is a Sunday and the second a bank holiday, the bill is payable on the succeeding business day. Days of grace have now been abolished in many countries, but there are still three allowed in some of the United States, and 10 in Russia. In the United States a bill or note, becoming due on a Sunday or a holiday, is payable on the first busi- ness day thereafter. DAY, HOLJVIAN FRANCIS, an Amer- ican writer, born in Vassalboro, Me., in 1865. He graduated from Colby College in 1887, and for many years was on- gaged in newspaper work in New Eng- land. He was a frequent contributor, both of prose and poetry, to magazines, and wrote many novels, including "Rainy Day Railroad War" (1906) ; "Old King Spruce" (1910) ; "Blow the Man Down" (1916) ; "The Rider of the King Log" (1919). He also wrote several plays and published volumes of verse. DAY, WILLIAM RTJFUS, an Ameri- can jurist; born in Ravenna, 0., April 17, 1849. He was graduated from the University of Michigan in 1870, and at the law school of the same institution in 1872. He immediately opened a law office in Canton, O. In 1886 he was elected judge of the Court of Common Pleas and in 1889 was appointed judge of the United States Circuit Court for the Northern District of Ohio, but de- clined. In 1897 he was appointed As- sistant Secretary of State by President McKinley, and in 1898 became Secretary of State, conducting all the negotiations of the Spanish War. He was also made a member of the commission which framed the treaty of peace with Spain in Paris. In 1899 he was appointed a U, S. Circuit judge, and in 1903 to the Supreme bench. DAYLIGHT SAVING. The benefits to be derived from a change in the hours of general activity, having for its object more daylight leisure and the lessening of work performed by artificial light, had long been a subject of theory before the World War. Germany and Austria were the first to put it into practice in May, 1916, by the simple expedient of advancing the clocks by an hour and following the new schedule during the summer months. The expedient was im- mediately adopted also in England, Den- mark, Holland, France, Italy, and other countries. The movement spread to the United States, and a bill to effect day- light saving was passed by the Senate to take effect Jan. 1, 1918, but remained in committee during the year in the House of Representatives. Following the entry of the United States into the World War an act was passed by Congress in March, 1918, as a result of which the standard time of the United States was advanced one hour on March 31, so to continue to October 27. In 1919 the law again became effective on the last Sun- day in March, in accordance with a re- port submitted to the Director-General of Railroads by the Committee on Trans- portation of the American Railway Association. The General Order No. 61, issued by the Director-General of Rail- roads, provided that all clocks and watches in train despatchers' offices and in all other offices open at 2 A. M. should be advanced one hour to indicate 3 A. M. It was further provided that at 2 A. M. of the last Sunday in October all clocks and watches in train despatchers' offices, and in other offices open at the time, should be turned back one hour, to indi- cate 1 A. M., the trains conforming to the new schedule after the change of time. The Daylight Saving Law did not re- ceive general acceptance and, in 1919. an active movement was in progress to re-