118 THE EVOLUTION OF THE LIGHTSHIP. 



another may be attached to stand in the pipe at the point of final adjustment of the chain. 

 These extra plugs will then be removed when the chain is brought up to its normal mooring 

 length, and before it passes through the compressors, and they will then be stowed away for 

 the next occasion. 



Mr. DuBosque's suggestion that lightships be constructed without hawse pipes, and that 

 the moorings ibe attached as far as possible from the rudder, is highly interesting. It is to be 

 feared, however, that the relief gained from the annoyance caused by the entrance of water 

 through the omission of hawse pipes would scarcely offset the many difficulties which would 

 result from such omission, as changing the moorings, paying out extra cable in bad weather, 

 etc. The correctness of his opinion relative to the desirability of attaching moorings as far 

 as possible from the rudder is amply proved by the fact that this has become a nearly universal 

 practice. In Lightvessel No. 94, and most other United States ships, the actual attach- 

 ment of the chain is well inboard, but the effect on the chain of the hawse pipe as fitted is 

 practically that of an attachment at the very stem itself. 



The communication of Dr. Kolster touches on a project which, when perfected, will en- 

 able vessels to determine their exact positions in the heaviest fog with great certainty. Dr. 

 Kolster refers merely to that elementary phase of the radio-signal which consists in the use 

 itself of the signal, but I understand that both he and the officers of the Radio Service of 

 the Bureau of Steam Engineering, Navy Department, are working on the development of 

 apparatus to indicate the direction of the source of a radio signal. Such an instrument, 

 placed upon a vessel, may receive messages from two adjacent headlands or points, and by 

 plotting the direction of each, the position of the vessel may be determined with precision. 



Mr. Blaker's proposal to equip a vessel with an electric power plant is in the direct line 

 of modern progress. The electric signal light and electrically-driven auxiliaries are being 

 installed on the new vessels now under construction for the United States Service, and they 

 are replacing other systems in the extensive overhauling of certain other vessels. Then, 

 too, many ships are equipped with radio sets and electric ship light systems, so that it 

 would be but one more step to use this power for the propelling system itself. I certainly 

 trust that Mr. Blaker will place his proposal in such definite form that it may be submitted 

 to the lighthouse authorities for serious consideration in connection with the designing of 

 new vessels now in course of preparation. I feel that a project of this kind from Mr. Blaker 

 could be carried out with complete success. 



I wish to acknowledge again to the Society my deep appreciation of the privilege it has 

 extended to me in the publication of this paper, and express the hope that it may be the me- 

 dium through which I shall be enabled to complete the story of this bravest of little ships. 



The Chairman :— If there is no further discussion, we shall pass to the next paper. We 

 will now take up Paper No. 11, entitled, "Strains in the Hull of a Ship at Sea and Those 

 Measured while Receiving Cargo," by Mr. James E. Howard. 



