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_ The rules should specify more clear- lv the various definitions of the dan- ger signal. These are many and in the judgment of licensed men much tco numerous; too much is required of this signal. It may mean to check down and stop; it may mean to back; it may mean to stay astern; it may mean to repeat your signal; it may mean that you are in danger, or I am in danger; it may mean look out; it may mean you are notified to blow for sides. It may also be used as a signal of attention, and what not? It is the consensus of opinion that the "check" signal and "come-ahead- strong" signal on the big whistle should be legalized. If they were it - would materially assist in simplifying some of the things now required of the danger signal. The objection to these signals by the rule make-s is that.you have no right to tell another how to handle his boat. This is a mis- take. If these signals were used in conjunction with the danger signal they would answer the purpose ad- mirably: For example: Supposing the case of a steamer, bound up the river, she is close to the bank and close to the bottom in a dangerous part of the river. A. boat is coming down under full speed, and the condi- tions are such that the upbound steamer deems it dangerous to pass, why should it be unlawful for him to blow. a check whistle to the pilot of the other boat? He could blow a danger signal and then the check whistle. The other fellow would know at once just what was requ'red of him, whereas he might not if sim- ply the danger signal were given. The rule makers claim that the danger signal is sufficient. No master is go- ing to blow check whistles at another simply to notify him that he does not know how to handle his boat. There are other cases where these signals are absolutely necessary. Another case: Supposing a steam- er is steering and handling badly in the river, which is often the case; a danger signal followed by a check whistle notifies the approaching ves- sel what is required of her. It often happens that wreckers working in the river, want a passing boat checked down. According to the law _ they must blow a danger signal. The ap- proach'ng vessel, especially in the night time, does not know whether she is to check down or to stay back, ARINE A The Danger Signal -- since the danger signal can mean either. Other cases, such as a_balk- ing steering gear, rounding-to to go to anchor or to a coal dock. At the Lime Kiln crossing, and similar places, the check whistle blown between passing steamers is necessary to safety. The law govern- ing the blowing and answering of these signals should not be made so strong that one pilot could compel another, to check down, simply be- cause the law said so. If the pilot re- ceiving the signal does not deem it necessary to check or that it would be dangerous for him to check, he need not be obliged to. Even such a pro- vision would seem unnecessary, for no sane man is going to abuse such a privilege. The same thing is true with the come-ahead strong whistle. There are times.when such a signal is neces- sary, such as the vessel being over- taken, to have the other hurry up and get by. ; The rule makers object to the hur- ry up or four blast whistle because it is liable to conflict with the danger signal. This could be easily remedied by blowing the hurry-up signal in the same manner as in striking time on 1 ship's bell, that is, two sharp blasts in quick succession, with a little longer interval, and then two more blasts in quick succession. This signal cou'd be preceded by the danger signal. Rule III refers to Rule II; in fact, they are a part of each other. Rule Ill forbids the tse of cross signals, and yet Rule III might be interpreted that it is permissible under certain conditions, but then we know that it is not permissible because the rule makers have warned us not to use it under any circumstances. Rule XI and the Sixth Situation should be omitted from the rules. They are not only confusing but su- perfluous as well. The objection to the. rule is that it is liable to be con- fused with the Fifth Situation, and that some might get the impression that under certain conditions that the vessel that is to port of the other has the right of way, and that it would be difficult to determine when such was the case. The argument used is that if there is no risk of collision the respective vessels will be so far from each other as 'to hardly require the blowing and answering of passing signals; but, if any ways close the right. of way belongs to the & re ; a : : aS steamer that is to starboard of the other, and in maintaining her rights would complicate matters for the vessel that is to port. © The pilot rules forbid the use of cross signals, yet they are used every day in practice, and under conditions that avert instead of causing trouble. To illustrate: Two steamers are meeting each other in the river, one bound down and the other bound up. The one bound down blows one blast and the one coming up mistakes it for two blasts and answers with two blasts. If there is plenty of room and it is immaterial to the steamer bound down which side she takes, as is often the case, she does not blow an alarm signal, or repeat her 'signal. She simply answers with two blasts aye lets 1 e0 at that. This is not in agreement with Rule II, yet' it seems to be 'the best way out of? it. It oftentimes occurs that the steam- er bound up river will be first in sig- naling for side to the steamer bound down. The steamer bound down does not want ithat side, and by virtue of het having the right of way, need not accept it. .What does she do? She simply sounds the danger signal and then blows for the side she elects to take, and the up-bound steamer an-- swers her signal. This is not in agree- ment with Rute II, yet it is the best and safest way out of it. In crowded navigation, if it were not fon cross signaling, there would be more collisions than now; and yet the law says never to blow a cross signal. It should be stated specifically in the rules that the steamer having the right of way, should always be first in blowing the signal of her intention, and the other should wait a reasonable length of time for such signal; pro- vided, however, that if in the judg- ment of the pilot who is waiting for such signal, deems it time for such signal to be sounded, either in case of negligence or otherwise, it shou'd be his duty to sound the danger signal as a notification to the other to make his intention known immediately. The danger. signal, or. Rule IIT; should be modified so as to include the following conditions: Any steam- er having the right of way and re- ce:ving a signal from another that would take from her this right of way, should be privileged in b'owing the signal for her side immediately after scunding the signal. The other shou'd answer the signal imme- danger