Middlebury register. (Middlebury, Vt.) 1886-1937, 1889-09-06


dnbroken light over an arc of the horizon
of twenty points of the compass, ten
points on each side, or from dead ahead
to two points abaft the beam on either
side
In addition to the white light at the
masthead, the vessel must carry on the
starboard side green light and on the
port side red light, which must be visi-
BILE at least two miles, aSd must show a
uniform and unbroken light over an arc
of ten points, namely, from dead ahead
to two points abaft the beam These
side lights must be screened, so as not to
be visible across the bows.
No better arrangement than this has
been proposed but a little reflection will
show that this is very inadequate and
unsatisfactory. Surprising that on a
dark night the master of vessel sees
red and a white light, He knows that
he is looking at the port side of YES
sci, but of course he cannot tell how far
off she is, nor can he tell whether she is
headed almost directly toward his own
ship or whether she is actually travelling
away from him
cases OF other vessels, 50 that, according
as the lookout sees white lights, red
lights or green lights, he can Judge
whether he is encountering an ocean
going steamer, towing steamer, a YES
sci laying telegraphic cable, a sailing YES
sci, a pilot vessel, or some small craft.
Flare lights are also used at intervals
by certain vessels, but in actual practice
it is found that even when the regula-
tons are strictly followed, as they gen.
orally are, mistakes are often made by
the observer.
These international regulations also
prescribe that in case of fog, steam yes
sells under way shall sound steam whis-
tie at intervals of not more than one
minute Sail vessels under way must
sound a fog horn at intervals of not
more than five minutes, and steam and
sail vessels not under way must sound a
bell at intervals of not more than five
minutes. Other craft, such as a canal
boat or a raft, must sound fog horn or
some equivalent signal, which must
make sound equal to steam whistle,
at intervals of not more than two min
/
protection from the danger of collision.
but as a matter of fact experience shows
that these noises do not tell the listener
how far off is the vessel signaling, nor,
if the fog is heavy, in what direction
she is.
Signals of various kinds may be and
are given by long and short blasts of the
whistle The only ones prescribed in
the rules quoted, aside from the fog sig
mails just specified, are one, two and
three short blasts. The first means, Il
am directing my course to starboard;"
the second, II am directing my course
to port, and the third, Il am going full
speed, astern." The use of these sig
mails is optional, but the regulations say
that if they are used, the vessels cou rse
must be in accordance with the signal
made. Nevertheless a custom obtains
with many commanders of using three
blasts to mean, Il am towing some
thing"
| Guns and rockets are also used as sig
nails, but, excepting in the navy under
special circumstances, they are signals
of distress and are not used otherwise.
Such, in outline, is the only system
known by which the master of a vessel
can learn the facts on which depend the
safety of his ship, and possibly the lives
of all on board That it falls far short
of the requirements of modern COM
merce, goes without saying, even in the
comprehension of the landsmen, and
among seamen the wonder is not that
worlds conference is now to be held, but
that it was not held many years ago.
For not only has the danger long been
realized but various intelligent and well
directed efforts have been made to pro-
vide the remedy
Quite a number of years ago Capt.
Griffin, of the Pacific Mail steamship
service, who had given much study to
the question, prepared an elaborate
! POSSIBLY too elaborate, though it was
simple, too) code of signals, which he
offered to the world for universal adop-
ton. For it is evident that any code, to
be of use to any one, must be understood
and followed by all. His plan was
studied and favorably received by many
shipmasters, but nothing was done tow
ard the adoption of it.
W .
of the United States. prepared another
code which WAS still more favorably re-
ceived. 1t was investigated by some of
the great transatlantic companies whose
experts approved it. 1t was laid before
the British admiralty and board of trade,
and by both those bodies was favorably
considered. Still nothing was done
until by act of congress in 1888 the pres
ident was empowered to call the present
conference.
AS matter of course, no intelligent
captain is without his own ideas of what
should be done to improve the system.
and as the conference will invite sugges-
tons. it is likely that many wise and
possibly some foolish ideas will be pre-
sented for their consideration. Some
suuoactiops houever hava haap mazda