"abeam" of the other vessel. Errors up to two points may, on this account, be expected.

Further aft than ten points from right ahead, both the forward rangelights, as well as the side-lights, will be shut in, and by the stern-light alone it will only be possible to say that an observer is within six points on either quarter.

The advantages of Lieutenant Fletcher's system of range-lights, and all others similar to this, consist, therefore, in that it affords the means by which the course of a ship can be found by simple observation and comparison alone, by an observer stationed in a sector from right ahead to six points on either side (Sectors A and B, Fig. 3), with tolerable accuracy, say within one point, provided, however, that the ship observed has no perceptible heel.

If this should be the case, then the indication of the course will become less correct, and be changed in a ratio of about three-quarters of the amount of heel. This will be seen by reference to Fig. 4, in which S is the ship seen by an observer stationed right ahead; L and the two range-lights and a the angle of heel. The two lights appear not in a vertical line, one below the other, but inclined, and the lower light to the right of the perpendicular through L, at a distance ll, Ll sin a.

=

If we assume, as before, Ll=21.2 feet, and a=120, then l is=4.4 feet; if we compare this with the table page 73, column b, we find that this would correspond to a change of course of about three-quarters of a point (more exactly: 8.5°), and that the observations of the ship's lanterns lead in this case to an error of this amount, whereas if the ship had been on an even keel the indication of the ship's course would have been more correct in this position than in any other.

True, in the present case, the side lights would have been visible and could have been used to correct this error.

But this could not have been done if the ship's head had been turned from one to two points, where the error would have been about the

same.

From the foregoing it follows that the use of range-lights on the high seas does not offer the same advantages as have been found to be derived from it by vessels navigating inland waters, and this should not be lost sight of in coming to a conclusion regarding the introduction of such a system.

A practical difficulty will also be found in the placing of the forward range-light according to the demands of this system. For if a ship's foremast is placed 60 feet from the bow, and the foremasthead-light at a height of 30 feet above the hull, the forward range-light, with a minimum vertical distance of 15 feet, would be placed 15 feet above the hull and 34 from the bow; that is, in a place where it is presumably difficult to keep it, if a fast steam-ship is going at full speed against a head sea.

If such a ship be provided with a turtle deck it would probably be

difficult to hoist or lower the lantern without slackening the speed and to control the burning of the light.

It has also to be kept in view that a white light, accidentally shown somewhere about the stern, for instance, a bright binnacle light, could be mistaken for the stern-light, and thus lead to the belief that the observer is abeam of a vessel, when he is actually in a sector within six points from ahead.

It has to be remembered, too, that what a seaman especially wants to find out when he watches another ship is whether she is proceeding in such a manner as to involve risk of collision.

But the knowledge of the course of the ship alone is not sufficient to determine this. It would remain necessary to watch the compass-bearing of the ship in sight, whether she be fitted with range-lights or not. The greatest advantage of the above system, in the opinion of the committee, is that a small change in the course of a steamer approaching end on, or nearly so, is at once and unmistakably indicated.

Lieutenant Fletcher also proposes that the foremast-light be occulted every half minute for steamers going at a greater speed than 13 knots. This proposition can not be recommended by the committee, as the construction of such a lantern is too complicated. It would, moreover, give only a very approximate idea of the speed of steam ships, as these are known to proceed at the present day at any speed up to 20 knots and more.

Conclusions.-Range-lights, if properly placed and fitted, indicate, under certain circumstances, a ship's course in a more accurate way than at present. This is of some advantage, and therefore, in the opinion of the committee, the optional introduction of some such system may be proposed for the favorable consideration of the Conference, adding, however, that no definite system should be decided upon for adoption before this subject has been more fully studied, and before a larger number of experiments under different circumstances have been carried out.

B.—SYSTEM IN WHICH TWO OR MORE SIDE LIGHTS ARE EMPLOYED ON THE SAME SIDE.

There are certain general objections to the introduction of a system which, in some cases, would require double the number of lanterns carried at present, and more, and it is considered advisable to state these before going into further particulars.

(1) It has been found very difficult to compel certain classes of ships to carry the lights prescribed for them by the regulations actually in force. It has to be expected that had they to carry double the number of lanterns there would result presumably still more cases of non-compliance with the law.

(2) The care of a larger number of lanterns would require more men than could be spared for such service on board of small vessels.

(3) The cost of the outfit of every vessel, and the cost of providing the illuminant would be considerably increased. This would probably not affect the owners of large steam-ships, but would not easily be borne by the man who owns only a portion of a small sailing vessel. Of the proposals submitted a number were so definite that diagrams showing the number and arrangement of lights proposed could be drawn (see Figs. 5 to 12).

In these A is to be the sector in which two colored side lights are visible; B the sector in which one colored side light; C the sector in which only the white stern light (Article 11) or a white side light (Fig. 12) is visible.

It will be seen by reference to the figures that an observer has only to count the number of side lights visible from his position in order to know in which of the sectors A, B, or C he is. It is evident then that the course of a vessel by the adoption of any one of the proposals submitted could only be ascertained very approximately, and this advantage does not seem to the committee important enough to warrant the recommendation of any of the proposals submitted to the favorable consideration of the Conference.

It is true, that by placing the lights on each side at a certain defined distance from each other, it would be possible to estimate the course of a vessel more approximately than at present, at least when two lights

are seen.

Practically it would be most difficult to comply with such a proposition, and it therefore can not be recommended. In addition to this it ought to be stated that, as far as known to the committee, only a few experiments have been made with systems employing double side lights at sea. The Royal Spanish Navy has tried it already in a squadron, and has found that the advantage gained by double side lights were not so great as to recommend their adoption. Neither have they given satisfaction to the officer in charge of the trials made in the United States (Report on trials quoted above, p. 7, ¶ 4), and some of the advantages claimed for these systems remain to be proved before they can be considered as having more than theoretical value.

C.-SYSTEMS IN WHICH THE DIRECTION OF A STEAM-VESSEL IS SHOWN BY PLACING THE SIDE LIGHTS IN A CERTAIN POSITION RELATIVE TO THE MAST-HEAD LIGHT.

It is evident that if the side lights of all steam-vessels were so placed that a vertical plane through the line drawn from them to the masthead light would form a certain known angle with the keel, it would be possible to estimate the direction in which a ship is heading more approximately than at present.

If, for instance, a ship had her lights so placed that the vertical plane through the line connecting the foremast-head light with the side lights

would form an angle of 45° with the keel, counting from right ahead, then an observer on the starboard side of such a vessel would know that if the lights were visible one below the other that the course of the ship he sees was inclined four points to his eye-line; that if he saw the green light to the left of the foremast light he would be in the sector between this line and the bow, and if he saw the green light to the right of the foremast light that then he would be in the sector aft of the four points line.

By noticing whether the horizontal distance between the two lights was larger or smaller he would get another indication, and an observer would, therefore, be able to judge the course of a ship sighted pretty closely, say, within one or two points.

Unfortunately it is, in the committee's opinion, practically impossible to assign to the side lights a certain fixed position in regard to the foremast light, particularly if this position should be chosen forward of the mast, by which, no doubt, the greatest advantage could be gained. But we think that at least some advantage might be gained by placing the side lights abaft the mast, at as nearly a certain fixed angle as circumstances will permit. Such a change could be made, probably, without incurring great expense, and we wish to propose to the Conference the adoption of a rule according to which steamers would have to carry their side lights abaft the foremast light, the connecting line forming an angle of six points with the keel, or as nearly so as possible.

Besides these proposals there were a number of other propositions to better indicate a ship's course, submitted to the consideration of the Conference, which, though they may possess considerable merit, could not be commented upon according to the resolution of the Conference, under date of October 21, by which it was resolved that no change should be made in the use of the present mast-head light and colored side lights. On that account proposals that made use of multi colored mast-head lights, white side lights, etc., could not be considered.

STERN LIGHTS.

Amongst the literature placed before us there are some papers proposing a stern light fixed near the stern on the taffrail or thereabout. Such an arrangement would possess some advantages and would make it less necessary to look out astern for overtaking ships in order to show them the white light required by Article 11.

It would be impossible for small vessels to carry it in this position in bad weather, and therefore it can not be recommended that a white light, fixed at the stern, be made compulsory for all vessels, large and small, but there seems to be nothing in the way of permitting all vessels to show a white light from the stern permanently.

In the case that the Conference should adopt this proposition it would be well to have such lights screened so as to be visible at a cer

tain angle only. This, under certain circumstances, would serve as an additional means to determine the course of a ship.

The committee do not believe that any bad result would come from having the stern light and side light visible at the same time, as they would, under the circumstances, not be seen except at a considerable distance apart, and we, therefore, recommend that if such lights should be permitted, they be fixed so as to be visible from astern to abeam on either side.

TWO LIGHTS AS ANCHOR LIGHTS.

There is a proposition before the committee by which it is prescribed that two anchor lights-one at the bow, one at the stern-should be made compulsory for large steam-vessels. In such vessels it is impossible to place a white light in such a manner as to be visible all around the horizon (Article 8) on account of the funnels. It is, therefore, in the opinion of the committee, advisable to make a second white anchorlight compulsory for all large steam-vessels. Perhaps it would be well to draw the line in such a manner that all steam vessels which, as a class, have funnels higher than 20 feet above the hull-this being the maximum height at which anchor lights can be carried (Article 8)should have to carry two lanterns.

Among the suggestions submitted to the Conference there are a number which are not definite enough to be commented upon, but which have suggested some resolutions, which are appended, and are here. with submitted to the Conference.

1. That in the opinion of the committee the power of all running and anchor lights should be expressed by referring them all to one standard by which the light issuing from the lantern should be measured.

2. That the minimum power only of each such light should be defi. nitely fixed, leaving it to the judgment of the parties responsible for fitting out the ship with proper lanterns to employ lamps of this or of higher power.

3. That the use of electric incandescent lamps is to be permitted; that the use of the arc light, however, is to be, at least for the present, excluded for all purposes other than signaling and searching.

4. That each lantern must be so constructed that the minimum power of light is to be found at every point where the light is to be visible, after the lamp has been fitted with proper screens.

5. That the lanterns shall be so constructed as to insure the light having at least the required minimum power in the ideal line connecting the lantern with the horizon, even though the ship be heeled one way or the other 12 degrees.

6. That the color of the glasses by which the coloring of the light is to be produced be so chosen that the lights retain their distinctive color even in a fog.