It is generally conceded that nearly all collisions at sea would not have occurred had both vessels proceeded on their original courses without changing speed. In other words the trouble results from trying to avoid each other, when neither knows what the other is doing. Have you ever tried to avoid a stone in your bicycle path, something you can see and which does not move?
This is borne out by the fact that many skippers, particularly of tramps, will go so far as to violate international rules of the road by keeping the fog-whistle silent, trusting that all others will obey and that their signals can be heard. When these are heard, the silent ship can better avoid all by her own maneuvers alone.
This is further borne out by the testimony in most collision cases that the fog-whistles were heard long before collision occurred, that numerous changes in course and speed took place from the first hearing of the fog-whistle—ever elucidating the fact that, when actually sighted, it is usually too late for ships to avoid each other.
It is these endeavors to avoid each other that bring about the situation at close quarters which requires certain maneuvers, and handling of ships, that are most difficult. It is not maintained that the proper things are done in these critical times to avoid collision, ever remembering that hindsight gives a different view from foresight—someone errs, whether it be because of limitation of human ability or not. It is insisted, however, that this crisis is brought about mainly because of endeavors to avoid each other from the earliest stages of the meeting.
Up to the time of actual sighting of each other, when it is usually too late to avoid collision, all the work of avoiding is in the dark, so to speak. Each has no idea of what the other is doing, and the pilot's confusion grows as his estimate of the situation does not materialize in convincing signs. The efforts to avoid, defeat their own purpose.
When first in sound of each other, ships may change course to any point of the compass, chasing round to get a deceptive fog whistle sound in a fog exactly located. It is apparent that the governing conditions of the problem of this first contact by fog signals may be entirely changed before the ships get within actual sight of each other, when (and when only) it can be determined what each is doing. It is apparent that such conditions may be so changed as to be a new problem entirely, requiring different action at close quarters, on the part of both, from what each had reckoned. Both are practically guessing up to the last moment.
Recent collisions, with their great toll in lives, and nearly all collisions, have been due to ignorance or misunderstanding on the part of one vessel of what the other was doing, until too late. Whether or not culpability exists in such cases, a simple system of signals to avoid this misunderstanding entirely, by giving certain information at the earliest possible time, is essential.
In a crowded harbor like that of New York, how much depends upon the general knowledge of what the other fellow is doing. To be sure, more or less regular lanes of traffic exist, but safety lies largely in identifying the sound or tone of the fog-whistle with the knowledge of experience that the other ship is doing certain things. Identifying a fog-whistle as an ocean liner's and knowing about channels, etc., makes the pilot understand what the liner is going to do. The fog to him is not danger so much as inconvenience in that respect.
All this emphasizes how much we have used and do use sound as a means of indicating valuable information; and the use of this identifying quality of fog-whistles, in a systematized way, to indicate similarly, for all strangers, what each is doing and is going to do in meeting, naturally suggests itself.
This proposed new system gives to each ship information of the course of the other, within small limits, by the tone of fog-whistles when first heard; that knowledge gives worlds of information, which can be so easily obtained by using differently toned whistles for designated sectors of the compass, or, better still, different styles of whistles, like the siren, plain whistle and Claxton horn effects, if efficient ones can be found.
Knowledge of the speed would help, but an analysis of the rules of the road, and a second thought, show that knowledge of the course is more important by far. By fitting these whistles with a tremolo attachment, a vessel of higher or lower speed can be indicated. To change the rules of the road is not intended; these are to be strictly adhered to. Governed by them, speed matters not, as far as what is to be done, except when collision is imminent. Neither is this new system expected to save the day if the situation becomes so close-aboard acute that a touch of the helm either way is to mean salvation. The new system does its work on first hearing fog-signals, and thereby these close-quarter conditions are avoided. This new system aims to give early information of movements; that is, the course steered. Noting one after another of the courses indicated on the fog-whistles, the direction of turning of the ship to be avoided is determined. A modification, as noted, can be added to distinguish high-speed vessels from slower ones.
To know what each ship intends to do is precluded, though with this information of each other's movements, given by the new system, the rules of the road will establish what each is going to do from the first to the last stage of the meeting.
The installation is simple and can be applied to all vessels at very small cost. Cost of operation is not increased, no more steam being used. Four steam-whistles are to be installed in place of the usual one, each made with slight tuning-adjustment as necessary, to compensate for different steam-pressures, quality of steam, etc., and any other inherent characteristic elements affecting the tone of the sound; and with a tremolo attachment, or some other such characteristic quality, to be fitted, if desirable, to all the whistles of faster (or slower, as desired) speed than, say, 15 knots.
The general outline of the system proposed is as follows:
(1) Each steam vessel to be fitted with a set of four different whistles, each one of the set to be of a distinctive tone, each distinctive tone to be prescribed for use in a designated quadrant of the compass. All vessels will then use the whistles of the same tone for the same courses. The tones of the whistles adopted, are, of course, to be sufficiently distinctive to insure that one a little out of tune will not be mistaken for another.
(2) All whistles to be operated independently of each other; all to be prescribed by law, examined, set and inspected by government inspectors.
(3) Small whistles or tuning-forks of the same tones to be carried on deck for the officer of the watch to identify the tone of fog-whistles heard, if needed.
Assume the four tones adopted to be called: North tone, N; East tone, E; South tone, S; West tone, W; North (N) to be the highest, then E, S and W, in the order given. Then:
(4) N to be the tone sounded by vessels on a course between NW and NE, including those points.
(5) S likewise to be sounded between SW and SE, including those points.
(6) E likewise to be sounded on easterly courses between NE and SE, excluding those points.
(7) W likewise for westerly courses.
(8) A magnetic course to be considered, since the ordinary ship's deviation can be ignored in this signalling, and the steering compass course will undoubtedly be sufficiently close.
(9) Inter-cardinal points to belong to that quadrant indicated by their first part; i. e., Southeast goes with the South quadrant, moreover, any quadrant arrangement such as North to East can be assigned for a whistle, if the course is to be indicated somewhere within that quadrant.
It is evident that, with vessels in fog sounding the whistle assigned to that quadrant of the compass in which their course lies, the other vessel hearing knows that course within eight points. A study, later, of certain situations of meeting will show that this indication of courses within eight points may be sufficient.
If found to be desirable, the courses can be indicated to points in the following manner:
Vessels to sound the blast of the tone of that quadrant in which she is heading, followed by toots on the whistle of that tone toward whose quadrant the points of the compass are to be counted, one toot for each point. If on an exact point, that point to be counted as belonging to the preceding point.
For example, if heading on North, the North blast alone would be sounded. That indicates North course. If within the first point to the eastward of North (up to and including N by E), the prolonged blast as required by the rules of the road would be the blast On the North whistle followed by one toot on the East whistle.
Further examples (capitals to indicate blast, and small letters to indicate toots) are:
NNW would be Nww.
NWxN would be Nwww.
NNW1/2W would be Nwww.
NW would be Nwwww.
NW1/2W would he Wnnnn.
WNW would be Wnn.
West would be W.
SWxS1/2W would be Wsss.
SxE would be Se.
Thus the prolonged blast of the rules of the road would mean: The blast alone, or a blast and toots up to four. This is the only change in the rules of the road.
It is evident that:
(a) The tone of the blast whistle indicates course within eight points maximum error.
(b) The tone of the blast whistle and lie tone of the toots, both identified, indicate course within four points maximum error.
(c) If the number of toots is also identified, the course is indicated within one point maximum error. And each toot missed means only one point more possible error.
(d) It is highly improbable that, after repeated signals, any error of more than a point or two can exist.
(10) A vessel stopped shall immediately repeat her signal as above, to indicate her heading, instead of the two blasts required at present. Or it would be sufficient, with the information gained of her previous signalling, for her to sound only her blast whistle of that quadrant twice, since this blast whistle is to be used for all maneuvering signals as now required by law. Naturally it is to be prescribed by law which is to be adopted.
(11) In maneuvering, which will probably be in comparatively close quarters, the blast whistle only is to be used, this blast whistle being changed as the ship gets headed in a new quadrant. In this way it is an instant check on courses on intercardinal points; and it automatically indicates what rudder is being used in turning, and, to a lesser degree, how fast the turn is being made.
(12) A vessel backing must insure that she uses more than four toots in giving the signal "Engines reversed," though at this stage of the proceedings probably no misinterpretation can be placed on the toots, no matter what whistle is used. This signal should be given on the blast whistle.
(13) A vessel towing shall sound the blast and toots as required for others, followed by two toots of the blast whistle to indicate tow. If sufficient, only the blast whistle and two toots of it could be prescribed.
(14) Sailing vessels to be as now, or to be required to have the four prescribed tones on their fog-horns, and to use the proper one for each quadrant.
(15) Vessels going in or out of, or across, harbors with more or less regular channels and routes, are to use only the blast tones, the harbor being assigned general directions. For instance, if going in is assigned the N tone, then going out would be indicated by S tone.
(16) All vessels may use only the blast tone until the fogwhistle of some other vessel is heard, if desirable, whereupon the toots are also to be sounded.
It is to be noted that only two whistles will be used at a time, one for blasts and one for toots. The other two operating-levers can be turned back out of the way. A special grip or other marking device can be attached easily to one or the other of the two in use, to indicate which is blast whistle and which toot whistle. Whistle handles can be close to compass, and the compass card can be colored or marked in quadrants as outlined, for convenience.
A second thought on what it will mean for one to know what course the other ship in a fog is steering shows how amazingly simplified the problem will be, how intelligently one can then "navigate with caution until danger of collision is over."
One will know whether to continue stopped, whether go slow, which way to turn, how much to turn, how to take a safety course by paralleling the course or making one opposite, or a little more to clear well, or how to assume a safety position ready for the next development in case of any doubt.
The benefits are so great, and such little information obtained in time helps so much, that the troubles of hearing and locating sounds in a fog cannot possibly outweigh the benefits of such a system, even if not all the information intended is conveyed by the proposed system of signalling.
An objection offered is that perhaps the different tones of the whistles cannot be distinguished, that the ordinary man is not musical enough.
The small tuning whistles or forks are at his disposal; more over he need not worry whether the tones are properly pitched, need only distinguish what step in the scale of four they are. And as one now can distinguish ships by the tone of their whistles, after short experience, so can one easily learn the four designated by law, to be the same for all vessels. The tones are to be distinctive enough to prevent their being vitally affected by any vagaries in transmission in fog.
In the event that his bridge tuning-whistles or tuning-forks do not serve their purpose for him, owing to his personal limitations, the officer of the watch can judge by the tone of his own whistles. Unless he is on course N, E, S or W, he will be blowing two different- toned whistles, and these would serve to distinguish the steps in the scale of the fog-whistles he has heard. If he were on a course N, E, S or W, he could change part of a point, if necessary, in order to sound a second-toned whistle which would give him his own two tones to compare with those heard.
If he could locate with reference to his own only one tone of that other fog-signal, either the blast or the toots, he would know much. If either of such tones is the same as his own, he knows that the other is heading somewhere within the same half circle on sixteen points as himself. If neither tone is the same as his, the heading is in the opposite half circle of the compass.
Under any circumstances he is to carry out the present rules of the road—the different tones are only to help, to furnish information. And most assuredly any man capable of being officer of the watch could get something. If he misunderstood, absolutely misunderstood every signal, he is still to be bound by the rules of the road, and to navigate accordingly. This new system can work no harm even to an incompetent; it will work good to nearly all. It replaces the present guess with a little information, which is badly needed.
Another objection suggested is the possibility of confusion in using the whistles. There would be no excuse for this except in close quarters and rapid changing of course. But it is to be borne in mind that this signalling is primarily for use when the fogwhistles are first heard, to prevent these close-quarter surprises, when any and all tooting of whistles seems to result in nothing more than arguments in collision suits at law.
In such a case of promiscuous use of the whistles, the very fact of such use itself would indicate the nature of your acquaintance —you would know he was more to be looked out for in his excitement and confusion. And his previous signalling may have told you what he was doing before he became too excited to know what he himself was doing. Besides, with all whistles going indiscriminately, is one any worse off than at present? It is still a whistle in the fog, and just as much to be heeded. For the rules of the road are to be faithfully followed even from the first sound heard.
The radio's efforts to be of use in a fog will help, but reliable and instant direction- and distance-detectors are very likely to be far in the future. They may be signals of a weak set near by, or of a strong set far away; there may be two or more at once to confuse. The fog-sound signals indicate at once, by their tone, a great deal of information about as many ships as one might meet, without any confusion as to where they are. Further, radio service requires apparatus, and though most ships of all kinds are now equipping, they would require the services of operators.
Submarine signals have only one tone, but they could also carry four-toned bells or sound vibrators, using perhaps a double stroke as a long blast in the use of the bell. But not all ships carry them, and they depend on delicate telephone apparatus, and their direction can be detected only by pointing the ship. Any apparatus to obviate this latter handicap would be highly complex.
Both radio and submarine signals could be used as a check on the sound signals.