Based on the Experience of the President, Captains, and Pilots of the Company.
To The American Delegates of the International Maritime Conference.
Gentlemen:—It is expected that the International Maritime Conference will adopt new rules for the prevention of collisions at sea, new regulations for lights of vessels, fog signals, etc. In the event that these international rules are suitable for our purposes, we intend to petition Congress to make the rules and regulations that govern United States vessels in United States waters the same as the international ones, as simplicity and uniformity in such rules seem to be of the utmost importance. For this reason we beg to submit to you our views on these subjects. They are based largely on personal experience and on the experience of the captains of our steamers, and we hope that they may receive due weight in your deliberations.
General Division 1.
1. Visibility, number, and position of lights to be carried by vessels.
(a) Steamers under way.—We consider the lights carried by the Sound steamers as required by Rule 7 of United States excellent in every respect. The " central range " of white lights we consider of the utmost importance, for when end on, or nearly end on, the course of an approaching vessel can be seen to within one point of the compass, and the slightest change of course is immediately detected, and all this without reference to the side lights. When vessels are crossing at right angles, or nearly so, the course cannot be told so closely, but it is then not of the same importance. For that reason the actual position of the lights need not be accurately known, as long as we are sure that the lights are not less than a certain horizontal distance apart, and that the after light is not less than a certain number of feet above the forward one. Should it become a question between the central range and side lights or double side lights, we would strongly favor the former.
If it should be decided that neither of the central range lights be visible all around, as is likely to be the case, on account of masts, smoke-stacks, etc., we would then recommend a white taffrail light in addition, the same to show over an arc of 180° from right abeam around the stern to right abeam.
We do not favor the adoption of distinctive lights for steamers of different speeds, as there seems to be no necessity for them.
We would here call attention to the fact that the captains of our vessels have had actual and constant experience with the "central range" for a number of years, and are therefore excellent judges of their value. They are unanimous and strong in their opinion that they are the best guide for judging a vessel's course or change of course.
We would also invite the Conference to investigate the matter of search lights for steamers. We are of the opinion that, when shaded with a red screen and thrown vertically, they may often be useful in determining a vessel's position in a fog. We base our opinion on this fact, viz.: This company furnishes the lighthouse keeper at Beavertail with red fire, which he burns during foggy nights about the times when our steamers are expected. The loom of this red fire is seen before the lighthouse, or when the lighthouse cannot be seen at all; it is also seen before the fog signal is heard.
(b) Steamers towing.—We think that they should be distinguished from other steamers by having the after range consist of two lights carried one above the other.
We also think that all vessels being towed should carry two white lights, one above the other near the stern, a certain number of feet above the deck, and visible all around the horizon.
It is very difficult at present to distinguish the rear vessel of a long tow (such as formed by coal barges, which tow with very long lines), and there are cases on record where vessels have run foul of the long tow lines, as the vessel astern could not be distinguished as belonging to the tow.
(c) Vessels under way but not under command.—For this purpose we consider the steam whistle sufficient. A sailing vessel could use her instrument for making fog signals for the same purpose, or the rapid ringing of the bell might be adopted. We have no views in regard to cable steamers, as we do not meet them.
(d) Sailing vessels under way.—There seems to be no reason why a sailing vessel should not carry a central range of white lights like a steamer. One of the range lights of either steamer or sailing vessel could have a distinctive feature by which one could be told from the other. Should, however, the "right of way" of sailing vessels be taken away, then there seems to be no absolute necessity for this distinctive feature.
Should the "central range" be considered objectionable, we would then strongly urge that a sailing vessel carry either a bright white light visible all around, or else a white mast-head light visible over 20 points, from right ahead to two points abaft beam on both sides, and a white taffrail light visible over 16 points from right abeam, round by the stern, to right abeam on the other side. The correct principle to start with seems to us, the smaller the vessel, the brighter the light.
It may be urged that the single white light might be mistaken for that of a vessel at anchor, but this does not seem to be any real objection, as objects to be avoided are marked in both cases.
(e) Sailing vessels towing.—Should two white lights be the distinctive mark of a steamer towing, we then think that a sailing vessel doing the same work should carry the same distinctive mark, in addition to her regular lights, if she carry no white light; or in place of the one white light, if that is adopted; or in place of the upper range light, in case that is adopted.
(f) Vessels at anchor.—They should carry a bright white light visible all around the horizon.
(g) Pilot vessels.—They should carry their regular lights (steamer or sailing vessel), and should in addition burn a flare up or flash lights at regular intervals.
(h) Fishing vessels.—As these vessels are practically at anchor, we think they should carry the lights of vessels at anchor.
We would add that the lights should be of a certain minimum power, all colored shades should be of a certain standard shade, and all lights should be subject to inspection at any moment, and a fine should be imposed if they are found dirty or wanting in any respect.
2. Sound signals; their character, number, range, and position of signals.
(a) For use in fog, mist, falling snow, and thick weather as position signals. For steamers under way.—It seems to be the consensus of the opinions of our captains, that for steamers pursuing a course, one long blast of the whistle, say of 8 seconds' duration, at intervals of 30 seconds, is the simplest and best signal that can be devised. In this connection we would recommend that some automatic machine for blowing the whistle, with blast of equal length and at regular intervals (Crosby machine, for instance), which can be instantly used by hand, would be an excellent appliance to each steamer, as at present the whistles are blown very irregularly.
We would recommend a very deep or chime whistle as one to be heard best, and would have only one for all purposes. (We must state that we have had no experience with the steam siren that is now fitted to many ocean-going steamers.) The range of the whistle should be about 10 miles in acoustically clear weather; we make this qualified statement as it is a well-known fact that, under certain conditions of the atmosphere, any fog signal, no matter what its range is, is unreliable as to distance and as to direction, and this unreliability decreases as the sound instrument increases in force.
The instrument for making the signal should be situated so that the emitted sound waves shall be as little obstructed as possible by surrounding objects, such as smoke-stacks, masts, or boats. It should be situated as high as possible, and, if practicable, it should be revolving, so as to emit sounds in all directions.
We favor one whistle only, as being less liable to confusion. If there are two whistles, they might be mistaken for separate vessels. Besides, no whistle has the same sound at all times, the difference in tone being caused by different pressure of steam or amount of water in pipes after having been unused for some time.
It is also the consensus of the opinions of our captains, that it is not necessary to have separate signals for vessels standing in opposite directions in narrow channels.
They think it might be well for sea-going vessels to have a code by which one of 8 points (cardinal and quadrantal points) can be signaled, and that, if such code is devised, the vessel signaling such a point should be obliged to steer that course. In no case should any signal be introduced into this course, which may be adopted as helm signal or any other purpose.
For steamers towing.—Steamers towing should have a distinctive signal. We would recommend one long and two short blasts of the whistle. This signal should not signify anything else. We would also recommend that the rear vessel of each tow should make the same distinctive signal with her horn as the towing steamer makes with her whistle.
For sailing vessels under way.—We are of the opinion that a sailing vessel should be obliged to carry a powerful horn, which is to be blown by mechanical means. The least amount of power should be fixed by law, and all horns should be inspected and stamped by the inspectors.
We are also of the opinion that the present fog signal indicating the tack a sailing vessel is on, is of no value. During light winds it is almost impossible, on board of a fast steamer, to judge the direction of the wind correctly. The rule also requires too much thought for a matter which has generally to be decided at a moment's notice.
We think that they should make the same signals with the horn that a steamer would make with her whistle.
Sailing vessels towing.—They also should make the same signal with the horn that the steamer makes with her whistle.
We would here state that we are aware that a more complete code of signals could be devised which would often be convenient, but it would be at the cost of simplicity, and that, as before stated, we consider of the greatest importance.
For vessels at anchor.—The present rapid ringing of the bell seems to be a good signal; the minimum size and tone of the bells should, however, be established by law.
If it should be desirable, we see no objection to substituting a powerful gong for the bell.
Vessels under way, but not under command, including steamers laying cables.—As they are on a par with a vessel at anchor, the same signal would seem to suffice. A steamer could indicate this condition by a continuous blast of the whistle.
(b) For use in all weathers as helm signals only.
For steamers meeting and crossing.—We consider the present pilot rules for United States waters good. One short, decisive, blast of the whistle should mean, "I am directing my course to starboard," and two short, decisive blasts, "I am directing my course to port." It is of great importance that these signals should not be used for any other purpose, and should not be included in any code of signals devised to denote a vessel's course during thick weather.
Vessels before turning a sharp curve in a channel where an approaching vessel might be hidden from view should sound a long blast of the whistle at least half a mile before reaching such a curve.
For steamer overtaking.—We do not consider the present arrangement in the United States rules good. In this case, the steamer being overtaken has to answer the same signal which she hears, and would then not be able to steer as she indicates by whistle. For instance, if the overtaking steamer gives one blast of the whistle, she means, "I am directing my course to starboard"; the vessel being overtaken now answers one whistle, which in this case would mean, "I understand; I will let you pass, and, if necessary, direct my course to port." We would suggest that some signal be adopted for these cases, which would mean "I understand," and which should be immediately followed by the whistle, indicating which way the helm is put or which way the ship's head is altered.
For steamers backing.—Three short, decisive, blasts of the whistle should signify, "I am stopped," and should include, "I am backing."
It seems to us that this signal deserves careful consideration; it should be specially stated if "I have stopped" or "I am backing" should refer to the vessel or to the engine.
(c) Whether the helm signals shall be made compulsory or remain optional.
We are strongly of the opinion that they should be compulsory in all conditions of the atmosphere, i.e., whether vessels are in sight of each other or not.
3. Steering Rules:
(a) Sailing vessels meeting, crossing, overtaken or being overtaken by each Other.
(b) Steamers meeting, crossing, overtaken or being overtaken by each other.
We consider that the present rules for steamers are excellent and simple, and would recommend them to remain as they are, but their wording should be freed from all ambiguity. Those for sailing vessels are complicated, and though we have little or nothing to do with the management of sailing vessels, we see no reason why the present steamer rules should not be adopted for their use. It would be a great advantage to have the same rules for both, so that officers or pilots who might go from one class of vessels to the other would have no confusion in their minds.
(c) Sailing vessels meeting, crossing, overtaking or being overtaken by steamers.
(d) Steamers meeting, crossing, overtaking or being overtaken by sailing vessels.
It is a mooted question whether sailing vessels shall continue to have the right of way, or only at certain times, or not at all. It is certainly as easy for them to give way as it is for a long tow, and also as easy for a schooner, for instance, to maneuver as for a large steamer. In a narrow channel a long steamer can often not steer, when a sailing vessel could tack easily. We would invite the serious consideration on this most important matter by the Conference, and, on the whole, would throw our influence in the direction of not giving the sailing vessel the right of way, and specially not in narrow channels.
In this connection we would also invite the attention of the Conference to steamers towing ahead of long tows through narrow channels with smooth water. Hell Gate for instance. Such tows are not manageable, and our steamers have to give way at imminent risk to themselves. We would recommend that in such waters vessels be obliged to tow alongside.
(e) Special rules for channels and tide-ways where no local rules exist.—It would be best to frame the rules so that special rules should not be necessary, unless it is also necessary to take a local pilot.
(f) Conflict of international and local rules,—The international rules and local rules should be the same.
(g) Uniform system of commands to the helm.—Uniform commands to the helm should be adopted, by all means. The first step towards accomplishing this would be to have the steering wheels of all vessels constructed so as to turn in the same way to produce same change in direction of course. The wheels of our steamers turn in the opposite direction from those of sea-going vessels. Helmsmen going from one class of vessel to another, though taught the difference, are apt to become confused at critical moments.
We would venture to suggest that, at the present day, there seems to be no reason why the word of command should not be the same, as both the ship's head and wheel are to go. For instance, the word "Starboard" should mean put the wheel over to starboard, to make the ship's head go to starboard. This seems to be the most logical, and there seems to be only one great objection, and that is, that the present generation of seamen will have to unlearn the habit of a lifetime. And this objection always exists to any change from old to new.
We would also call your attention to the difference in the compass card of different nations. For instance, the French and English compass are different; for instance, NE¼E in English has a very different meaning from NE¼E in French, the latter meaning NE by E in English. This we think should be changed.
(h) Speed of vessels in thick weather.—We think that "fast" speed is the best in thick weather in open water, provided that vessels will stop or slow immediately on hearing another vessel's fog signal, and will remain so until danger of collision is past.
We give the following reasons: The vessel is less liable to be drifted by currents and tides, therefore more sure of her position, and less apt to drift into the course of a vessel coming from an opposite direction, where vessels follow regular lanes. She will get through a fog bank more quickly, and thus lessen time in which she is liable to collision. She will be under better command of helm. The minimum speed at which large steamers are under control is so great that the effect of collisions is nearly as disastrous as at full speed. When going at a slow speed, a good head of steam must be kept to give an effective back-turn of the engine, and this frequently causes the blowing off of steam, which (unless vessels are fitted with mufflers) will prevent other vessels' signals from being heard.
The fast speed is also most in accordance with the wishes of the public. A steamship line that would habitually deliver passengers, mails, and freight later than any competing line, from no matter what cause, would probably lose the greater part of its business.
In narrow channels we would recommend that vessels should go slow or anchor.
General Division 2.
(c) Discipline of crew.—We would here suggest that it be made obligatory for all vessels to carry a bow lookout.
General Division 6.
(a) Uniform system of examination for the different grades.—We are of the opinion that it would be a safeguard against loss of life, etc., if the captains, pilots, and engineers of pleasure boats, yachts, steam, and naphtha launches were required to have certificates of efficiency.
General Division 11.
Under this general division we would call the attention of the Conference to the present indiscriminate use of electric lights on wharves, bridges, in cities and parks. We would strongly urge that some measures be taken that any such lights which may interfere with the navigation of adjacent waters be shaded towards such waters.
At present they blind the pilots, interfere with range lights, and mislead greatly in judging distances.
The electric lights on the Brooklyn Bridge are a constant source of danger to our steamers. Underneath the bridge it looks like a black wall to the pilots, who are blinded from the glare above, and they cannot distinguish anything. In fact, these lights have about the same effect that the high electric lights at Hell Gate had. That these were a failure was conceded by the U. S. Lighthouse Board, which had these lights and tower removed.
In conclusion we would state that in framing the new rules all ambiguity in wording them should be carefully avoided. We would also again call attention that simplicity in all rules is of the utmost necessity. They have to be applied at a moment's notice by men of different grades of intelligence, and they should be able to do so without consulting printed regulations or without having to search in their minds for a proper solution. With this view we have refrained from recommending more elaborate systems of lights, fog signals, or code of course and steering signals. Respectfully,
(Signed) J. W. Miller, President P. & S.S. Co.