104 THE EVOLUTION OF THE LIGHTSHIP. 



and tonnage of 150. It carried one light at a height of 343^ feet above the water 

 line on a mast located about amidships, and was moored by two anchors weigh- 

 ing 2,650 pounds each. 



Another interesting and valuable record is that of the United States Lightvessel 

 No. I. It was the first constructed under the military board which for many 

 years had direction of the Lighthouse Service, being built in 1855 at Kittery, 

 Maine.. The ship began its service on Nantucket Shoal, where its light was the 

 first, and, while its design was to an extent empirical, as was the case of vessels 

 of the time, it proved a success in every way. Lying in as exposed a station as held 

 by any lightvessel in the world, it stood the bufifeting of the North Atlantic for 

 many years, and is to-day on the important station of Martin's Industry off the 

 shores of South Carolina. 



So new lightships appeared here and there throughout the world, until in 

 i860 there were approximately 136 in service. Great Britain came first with 48, 

 the United States second with 39, Russia third with 12, then Germany with 8, 

 Denmark and India with 7 each, Australia with 5, France with 3, Belgium and 

 Sweden 2 each, and British America, China, and Turkey i each. 



These numbers have been further increased from time to time as the needs of 

 navigation demanded and available funds allowed, so that to-day there are approx- 

 imately 800 lightships scattered even more generally throughout the world. 



It may also be noted that Japan established her first lightship in December, 

 1868; only fourteen years after the historical visit of Commodore Perry of the 

 United States Navy. The vessel was of English design built by native workmen. It 

 was fitted with a fixed red catoptric light in a lantern sliding along the mast, and 

 served to mark the channel in Yokohama Bay. 



THE EVOLUTION OF THE DESIGN AND CONSTRUCTION OF THE HULL. 



All vessels can fulfil two of the three leading functions of the lightship, those 

 of the day beacon and sound signal station. The third, however, that of a light 

 platform, is most difificult of attainment. And it is mainly with respect to this func- 

 tion that the evolution and improvement of the vessel itself take place, and in the 

 ship of to-day, steadiness and ease of motion are the first requirements. 



Many of these early ships were discarded trading schooners or fishing vessels, 

 adapted to the service as in the case of the Pharos. They were modified, of course, 

 to carry the lanterns and accommodate the crew, and sometimes carried ballast 

 sufficient to represent a normal cargo. It is evident from the general type of these 

 vessels, built originally to carry a load on a minimum draught, that they were ex- 

 ceedingly poor light platforms. The light draught and small displacement with 

 a full body and water line gave them a great metacentric height, which, combined 

 with the weight of the lanterns, and, I believe, the general absence of bilge keels, 

 caused them to roll excessively. The pitching was violent in proportion, and it is 

 not surprising to read, as we do, of the lanterns being snapped from their posi- 

 tions on the yard and the moorings carried away. 



