286 SOCIETY NAVAL ARCHITECTS AND MARINE ENGINEERS. 



of such routes by the Governments specially concerned was thoroughly discussed, but it was 

 concluded that such designation might enable the master of a vessel in collision with an- 

 other vessel to set up the claim that he was following a route fixed for him by Govern- 

 ment, and that the diminution of the master's sense of responsibility would offset the ad- 

 vantages of government routes or lanes. Hereafter the companies concerned are required 

 to give public notice of their routes and of any changes to be made. Each Government will 

 use its influence to induce the owners of other vessels to follow the routes of the principal 

 companies. At the present time this last-named requirement does not apply to the United 

 States, as the six American trans-Atlantic steamers belong to principal companies which fix 

 the routes. 



ICE ZONES. 



As' an alternative to the establishment by Government of ocean lanes, the American 

 delegation successfully urged that the rule of prudent seamanship laid down by Lord Mer- 

 sey in the Titanic inquiry should be formally incorporated in the law of maritime nations, and 

 it was incorporated as Article 10 of the convention. 



"Art. 10. When ice is reported on or near his course, the master of every vessel is bound 

 to proceed at night at a moderate speed or to alter his course, so as to go well clear of the 

 danger zone." 



This is a most important rule and will result in greater safety to navigation than pre- 

 scribing fixed Government trans-Atlantic lanes, because, no matter where the ice may sud- 

 denly appear, the master of every vessel must either go at moderate speed or leave that 

 vicinity at once. 



INTERNATIONAL RULES OF THE ROAD. 



The international rules for preventing collisions at sea are the result of agreements 

 which have been ratified and are now being carried out by 26 nations and by the self-gov- 

 erning British dominions. The 14 principal maritime nations represented at the conference 

 decided that it would not be fair, without consulting the maritime nations not represented, 

 to change the rules for preventing collisions to which they had already agreed and were 

 now enforcing. The need for changes in the rules was earnestly advocated by the Ameri- 

 can delegation, and the convention (Art. 14) provides that the assent of these nations to the 

 modification of the rules be secured as soon as possible. The principal changes proposed 

 are the compulsory use of range lights on steamers, now optional under international rules, 

 but obligatory on inland waters of the United States; the compulsory use of a fixed stern 

 light in place of the display of a light or torch at the stem to an approaching vessel, a 

 special day signal for motor vessels, which latter do not from a distance always indicate the 

 fact that they are vessels under control ; and, finally, a special sound signal for use in a fog 

 by a vessel in tow or by the last of several vessels in tow. 



The international wireless distress signal is already in general use, and its official 

 incorporation in the signals of the rules of the road is simply a matter of form. Some of 

 the other changes proposed deal with the substance of the rules, and differences of opinion 

 may arise which must be adjusted. 



Besides these requirements of the convention, the conference made several recommen- 

 dations for action as regards safety of navigation on matters, some of which require con- 



