one was made, and then the men failed to make use of the line, but fastened to the mast and paid no further attention to it. Soon after, the weaker of the two men dropped into the sea and was lost. Believing the other to be dead, the Coast Guard crew went to the assistance of the barge Wm. H. Macy, one of those which had been in tow of the wrecked tug, and assisted in landing her entire crew of 4 by means of the breeches buoy. Early on the morning of the 4th a surfman reported that the man on the mast of the Luckenbach was still alive. It was impossible to launch a boat in the seas that were running, but when the tide turned, shortly after noon, advantage was taken of the slight moderation of wind and sea to send a boat to the wreck. The boat ran in under the projecting mast and the sailor cast off his lashings and dropped into the arms of the surfmen. He was taken to the station and given restorative treatment, which resulted in preserving his life.

Removal of derelicts.

This very important duty has been carried on with effectiveness during the year. The several gales which swept the Atlantic coast during the winter months left a number of lumber-laden derelicts in their paths. The vicinity of Cape Hatteras is usually the most dangerous to sailing vessels, and a number of these were abandoned by their crews in that portion of the Atlantic and left to drift in the Gulf Stream, a menace to shipping. Immediately after each gale the resources of the Coast Guard are taxed to the utmost to gather in these wrecked and abandoned vessels, for if they are not recovered before they pass into the more northerly latitudes, the varying winds and divergent currents cause them to drift in erratic courses, and the difficulty of the search is greatly increased. Five lumber-laden derelicts were picked up shortly after they had been abandoned by their crews, towed into Hampton Roads, and restored to their owners. Had they not been promptly found they would have eventually drifted into the trans-Atlantic steamer lanes, there to become a source of apprehension and danger.

The net result of the operations of the cutters in this activity for the year was the destruction or salving of 26 derelicts of different types. The value of those brought into port and turned over to the owners amounted to $161,000.

As illustrative of the work performed by the cutters in derelict operations during the past year, the following incident is cited:

Derelict schooner "Frank E. Swain."-On January 29, 1915, the Seminole was advised of a derelict bottom up 85 miles north by east of Diamond Shoals light vessel and at 3 p. m. the same day came up with it in latitude 36° 07' north, longitude 74° 50' west. With a jury rig the cutter attempted to tow the hull into Lynnhaven Bay, Va., but

brought the tow up.

upon getting in on soundings the vessel's port anchor took bottom and The name of the vessel was found to be Frank E. Swain, of Boston. The Seminole made an effort to part the anchor chain, first by mine charges and later by starting the cutter at full speed, but with no success. An attempt was then made to sink the hulk by firing projectiles into it in order to release the imprisoned air which was thought to be keeping her afloat. This also failed, probably on account of the nature of her cargo, which was lumber. On February 1 the Seminole was obliged to proceed to Norfolk to obtain rations, and the derelict was turned over to the Itasca, which had joined the Seminole. As a moderate sea was breaking over the hulk, making work on her impossible, an officer was sent to make an attempt to place a light on the craft for the night. The officer and one man succeeded in leaping from the boat to the keel of the schooner, where in spite of the sea breaking over the wreck, the light was firmly secured. The cutter stood by the derelict until the following day when, after one ineffectual attempt, the anchor chain was finally broken by a mine, and the cutter stood for Chesapeake Bay, with the derelict in tow. The Itasca was joined by a tug off Cape Henry whistling buoy, and when Lynnhaven Roads were reached the wrecking tug Rescue took over the derelict and towed it to Newport News to await the arrival of the owner.

Medical aid to American fishermen.

The act of June 24, 1914, provides

That in the discretion of the Secretary of the Treasury any of the revenue cutters provided for in this act, or any other revenue cutter now or hereafter in commission, may be used to extend medical and surgical aid to the crews of American vessels engaged in the deep-sea fisheries, under such regulations as the Secretary of the Treasury may from time to time prescribe, and the said Secretary is hereby authorized to detail for duty on revenue cutters such surgeons and other persons of the Public Health Service as he may deem necessary.

In pursuance of the authority therein contained, the Androscoggin was fitted up with all the necessary appliances, including a sick bay, an operating table, a complete outfit of surgical instruments, sterilizing apparatus, etc.-in fact, a small hospital afloat. A medical officer of the Public Health Service, with the necessary assistants, was detailed to the cutter.

The cutter left Boston, Mass., on January 6, 1915, to inaugurate this relief measure for the crews of American fishermen, and at the same time to develop the extent of the need for medical relief and test the practicability of the adopted plan and such suggestions as had been received after a conference with representatives of the fishing industry. The general scheme has been to cruise in the waters where it was expected the greatest number of fishing vessels

would be operating for the time being. With that in view the first cruise was to Brown's Bank off the coast of Nova Scotia, where the American fleet was then employed. Subsequent cruises were made along the coast of Nova Scotia, following the 50-fathom line from Cape Sable to about 60 miles to the eastward of Halifax lightship. These cruises have demonstrated that it is impracticable to arrange a regular itinerary for the Androscoggin during the early part of the season, as the location of the fishing fleet at any particular time depends largely upon prevailing weather conditions and upon how the fish are running in particular localities. The commanding officer of the Androscoggin accordingly recommends that in the future the cutter make Shelburne, Nova Scotia, her headquarters in the early part of the season, making short cruises to the several banks from that point, and during the latter part of the season keeping in touch with the fishing fleet and following its movements. Since January 6, 1915, the cutter has cruised a total distance of 9,333 miles and rendered hospital treatment to 114 patients. These treatments varied from minor medical relief and surgical operations to making a special trip from Shelburne, Nova Scotia, to the hospital at Boston, Mass., in order to save the life of a fisherman who was dangerously ill. While engaged in this hospital work, the Androscoggin was instrumental in rendering valuable assistance to three distressed vessels, which, with their cargoes, were valued at $576,000.

Customs laws.

In addition to the general enforcement of customs laws by all vessels and stations of the Coast Guard, there are harbor cutters or launches detailed especially for customs service at the following ports: Boston, New York, Philadelphia, Baltimore, Savannah, Pensacola, Mobile, New Orleans, San Francisco, and Seattle, 12 in all. These cutters board all incoming foreign vessels subject to customs inspection, and in a general way perform boating duty for the customs authorities at those ports. As occasion serves these cutters assist in the enforcement of the navigation and other laws. Smuggling in bulk is a crime not much resorted to at the present time except in a few remote localities along the border coasts, but the cutters and stations are constantly on the lookout for violations of this kind, and this watchfulness undoubtedly tends to hold in check this class of offenders against the law.

Anchorage and movements of vessels.

The river and harbor act, approved March 4, 1915, contained the following:

SEC. 7. That the Secretary of War is hereby authorized, empowered, and directed to define and establish anchorage grounds and to adopt suitable rules and regulations in relation thereto; and such rules and regulations shall be enforced by the Revenue

Cutter Service (now Coast Guard) under the direction of the Secretary of the Treasury: Provided, That at ports or places where there is no revenue (now Coast Guard) cutter available such rules and regulations may be enforced by the Chief of Engineers under the direction of the Secretary of War. In the event of the violation of any such rules and regulations by the owner, master, or person in charge of any vessel the said vessel may be holden for the payment of such penalty, and may be seized and proceeded against summarily by libel for the recovery of the same in any United States district court for the district within which such vessel may be and in the name of the officer designated by the Secretary of War.

The effect of this law was to transfer to the War Department the jurisdiction over anchorages previously vested in the Department of Commerce, and accordingly the Secretary of War, under date of March 4, 1915, promulgated an order continuing in force the then existing rules and regulations concerning such matters, and the Coast Guard at once resumed the duty of enforcing those regulations. Officers of the Coast Guard have been assigned as supervisors of anchorages for the several localities in which anchorage limits have been established and the Secretary of War has designated these officers as the persons in whose names proceedings shall be instituted under the law referred to above. Through this arrangement the method of enforcing the law has been simplified.

The regulation of traffic and the movements of vessels through the locks and channels of the St. Marys River, Mich., have been satisfactorily performed by the cutter Mackinac and two launches. In addition to this floating equipment there are six permanent lookout stations located at the several important points, in which men from the cutter are stationed to observe and time the passage of vessels. Exclusive of local traffic, 14,801 vessels passed through the locks during the season of open navigation, which began April 22 and closed on December 13, 1914. Although the traffic was not so great as in the preceding year, the above total will give a good idea of the volume of marine traffic using this waterway. The officer in charge of the patrol reports that the season has been remarkably free from accidents and few congestions have occurred, none of them serious and all easily handled. There have been also comparatively few violations of the law. During the entire season it was found necessary to report only 10 vessels for violation of the St. Marys River rules and to warn but 48.

Enforcement of neutrality, navigation, and other laws.

Neutrality. Owing to war conditions in Europe, there have been frequent calls for the services of Coast Guard cutters to aid the customs authorities in the enforcement of the neutrality laws, and for this purpose the Androscoggin, Gresham, Seneca, Apache, Algonquin, and Onondaga have on a number of occasions during the year been withdrawn from their regular cruising and assigned to duty at or near the ports of Boston, New York, Baltimore, Norfolk, and San Juan, P. R.

Mutiny. During the cruise of the Algonquin to convey the representative of the State Department to various ports in the West Indies, and while at anchor at Turks Island, the master of the American schooner Sallie C. Marvil came on board and reported he was having trouble with his crew and requested the presence of an officer on board the schooner to enforce his authority. An officer was accordingly sent on board to investigate, and after ascertaining that the crew had no just cause of complaint he ordered the men to resume their duty. They promptly responded, and no further difficulty was experienced. This occurred February 22, 1915.

Regattas. The patrolling of the courses and the maintenance of order at regattas and other marine pageants, in accordance with law and the regulations prescribed thereunder by the Department of Commerce for the safety of life, constitutes an important duty of the Coast Guard during the summer months. In the past fiscal year there were 39 instances when the Coast Guard was called upon to patrol race courses. These instances include the two large intercollegiate regattas held annually at New London, Conn., and Poughkeepsie, N. Y. That this duty was thoroughly and efficiently performed is evidenced by the letters of appreciation received from those in charge of the regattas.

Enforcement of navigation laws.-A total of 24,817 vessels of all descriptions were boarded and examined during the last year for the purpose of enforcing the navigation and motor-boat laws. This is a less number than were boarded during the preceding year, for the reason that it was necessary to withdraw certain of the cutters from their regular duties at various times throughout the year to enforce the neutrality laws. Of the total number of vessels examined, 772 were reported for violations of law, involving fines amounting to a total of $220,500. All of this amount was not collected, and in many cases, where mitigating circumstances were made apparent to the Department of Commerce, which has final jurisdiction in the matter, the fines were either reduced or remitted entirely.

Protection of the fur seal.

To enforce the convention entered into by the United States, Great Britain, Russia, and Japan for the protection of the fur seal and sea otter, an efficient patrol has been maintained in the waters of the North Pacific and the Bering Sea. As the patrol is continuous from May to September, the activities of each season cover a portion of two fiscal years. During the months of July, August, and September, 1914, the Tahoma, Manning, and Unalga were employed on this duty, and, as in the previous year, shore stations were established at Atka, Kiska, and Attu Islands to keep watch on the various bays and harbors which have been frequented by pelagic sealers in the past.