ÆäÀÌÁö À̹ÌÁö
PDF
ePub

(c) On the port side a red light so constructed as to show an unbroken light over an arc of the horizon of 10 points of the compass, so fixed as to throw the light from right ahead to 2 points abaft the beam on the port side, and of such a character as to be visible at a distance of at least 2 miles.

(d) The said green and red side lights shall be fitted with inboard screens projecting at least 3 feet

forward from the light, so as to prevent these lights from being seen across the bow.

(e) A steam vessel when under way may carry an additional white light similar in construction to the light mentioned in sub-division (a). These two lights shall be so placed in line with the keel that one shall be at least 15 feet higher than the other, and in such a position with reference to each other that the lower light shall be forward of the upper one. The vertical distance between these lights shall be less than the horizontal distance.

This Article differs from the corresponding Article in the 1884 Rules in three important respects, as follows:i. A steamer with no foremast may carry the light in the forepart of the vessel.

ii. The masthead light need never be carried at a
greater height above the hull than 40 feet.
iii. A new and optional light is given for the purpose
of indicating with greater certainty the heading
of a steam vessel (sub-sect. (e)).

The word uniform has been removed from this Article, and the lights are now to show only an unbroken light over an arc of the horizon, &c., &c. It is no longer necessary that these lights should show with equal uniformity or intensity over the arc of the horizon prescribed in this Article. The anchor light, however, is required to show an uniform light all round the horizon. (See Article 11.)

Care must be taken to see that the lights are not ob

scured by the rigging or equipment of the ship or by the smoke or steam from the funnel.1

The exact method by which the side lights are to be screened has never been defined by the Courts. The Board of Trade Surveyors, however, have been instructed to screen the lights in such a way that a line drawn from the inside edge of the wick (or filament of electric lights) to the outside edge of the forward end of the light screen be parallel to the line of the keel of the ship.

This method allows the lights to be seen about 2 to 4 degrees across the bows of the ship.

The fact that the lights are screened in this way by the Board of Trade Surveyors will not be conclusive that the lights are screened in accordance with the requirements of this Article, because there is now no Order in Council defining how the lights shall be screened so as to comply with this Article.2

These Rules do not require the side lights to be placed in any particular position, so long as they are on their proper sides, and shed their light over the area prescribed by sub-sects. (b) and (c).

Every vessel should comply with the requirements of Article 2. An infringement of it, however, will not necessarily cause a vessel to be held in fault, if she can show that the infringement could not in the circumstances have possibly caused or contributed to the collision. So where a steamer collided with a sailing ship which after sunset was showing no lights, it was held by the Appeal Court that although there was some look-out on the steamer, nevertheless the absence of lights on the sailing ship could not in the circumstances have possibly caused or contri

1 The Fanny M. Carvill (1875), 2 Asp. M. C. 565; The Duke of Buccleuch, 15 P. D. 86; [1891] App. Cases, 310; The Vivid (1849), 7 Not. of Cases, 127.

The Order in Council of 30th January, 1893, defining how the lights should be screened to comply with these Rules, has been repealed by an Order in Council of 8th February, 1896, and no Order in Council has been made in its place.

buted to the collision: and that therefore the sailing ship was not to be deemed to be in fault for the collision.1

The Tirzah, a brig of 239 tons, beating to windward on the starboard tack at night, encountered such rough weather as to render it justifiable, in the opinion of the Court, that her side lights should be removed from the place where they were usually carried in the forepart of the vessel, to the afterpart near the taffrail, and the lights were so removed. In this latter position the lights were obscured to the extent of a point and a half on either bow. The brig collided with a vessel on the port tack and was held in fault for a breach of sub-sects. (b) and (c).2

3

2

A ship whose side lights were occasionally partially obscured by the sails is not in fault if the circumstances of the case are such that the obscuration of the lights could not possibly have caused the accident. Although the light screens are short of the length required by this Rule a ship is not in fault if their shortness could not have contributed to the collision.4

The new light mentioned in sub-sect. (e) provides a ready and useful means by which the heading of an approaching steamer may with greater certainty be ascertained. In smooth waters this light will, on a vessel approaching end on, be seen directly above or underneath the masthead light. If the vessel has a list it will appear out of perpendicular with the masthead light, but will not be misleading as the side lights will show the angle of the list. This light must not be confused with the light used by a tug to indicate that she is towing a vessel.

It will be noted that this Article does not define with any certainty where this light is to be placed, but it is submitted that it must be placed forward of the foremast, for if it be carried abaft the foremast it could not, if

1 The Argo (1900), 9 Asp. M. C. 74.

2 4 P. D. 33. See post, p. 23.

The Duke of Buccleuch, 15 P. D. 86; [1891] App. Cases, 310.

The Fanny M. Carvill (1875), 2 Asp. M. C. 565.

similar in construction to the masthead light, unless placed at a greater height than the foremast, show in the required directions on account of the foremast obscuring it from "right ahead."

It is possible for a tug engaged in towing to have her lights so placed that they may be mistaken for a steamer using the additional light mentioned in this Article, as she may have her towing light any distance, not less than 6 feet from the masthead light; and, on the contrary, a steamer exhibiting this additional light may be mistaken for a tug with a tow.

Confusion can only arise when the vessel is approaching end on. In all other positions the white lights will not appear to be perpendicular. (See further on this, Article 3.)

ARTICLE 3.

A steam vessel when towing another vessel shall, in addition to her side lights, carry two bright white lights in a vertical line one over the other, not less than 6 feet apart, and when towing more than one vessel shall carry an additional bright white light 6 feet above or below such lights, if the length of the tow, measuring from the stern of the towing vessel to the stern of the last vessel towed, exceeds 600 feet. Each of these lights shall be of the same construction and character, and shall be carried in the same position as the white light mentioned in Article 2 (a), except the additional light, which may be carried at a height of not less than 14 feet above the hull.

Such steam vessel may carry a small white light abaft the funnel or aftermast for the vessel towed to steer by, but such light shall not be visible forward of the beam.

The lights used to indicate that a vessel is towing must be at least, if not more than, 6 feet apart, with the exception of the additional light used when towing a tow of

over 600 feet in length. This additional light shall be placed 6 feet above or below the other lights, provided that it is carried at a height above the hull of not less than 14 feet. From this it is evident that the lower of the two ordinary towing lights must be placed at least 20 feet above the hull of the tug when the additional towing light mentioned in this Article is to be carried. (See Article 2 (a).)

In addition to the lights mentioned in this Article a tug may also use the light mentioned in Article 2, subsect. (e), as she is a steam vessel under way. If a tug uses this light great confusion may arise when she approaches end-on.

For instance, a tug may have this additional light at 14 feet above the hull, one towing light 6 feet above the additional light, and the other at 15 feet above the additional light. These lights, when seen from end-on, will indicate the following different combinations of vessel:

i. A tug with a tow of over 600 feet in length

composed of several vessels.

ii. A tug towing a tow of over 600 feet in length consisting of one vessel only.

iii. A tug towing a tow of under 600 feet in length composed of several vessels.

iv. A tug towing a tow of under 600 feet in length consisting of one vessel only.

The reason for this is apparent. The third or lowest light that the tug shows may be the additional towing light mentioned in Article 3 or the additional light mentioned in Article 2, sub-sect. (e).

A tug may also be seen approaching with four white lights one under the other. This will indicate that she is towing a tow over 600 feet in length consisting of several vessels. She will be showing the three white lights of Article 3 and the extra light of Article 2, sub-sect. (e).

These extra lights that a steam vessel towing another must carry are doubtless allotted to her by the legislature for the purpose of indicating that she is not entirely her own mistress, and cannot be expected to act in every respect

« ÀÌÀü°è¼Ó »