Chapter XXXIII: Section 5: of Customs Rule II is hereby amended by adding thereto the (4)

There is one feature of this legislation which I am sure deserves attention. I refer to the great number of special bills passed for the purpose of increasing the pensions of those already on the rolls. Of the 115 special pension bills which I have examined since the beginning of the present session of the Congress, 58 granted or restored pensions and 57 increased those already existing, and the appropriation of money necessary to meet these increases exceeds considerably the amount required to pay the original pensions granted or restored by the remaining 58 bills.

I can not discover that these increases are regulated by any rule or principle, and when we remember that there are nearly a million pensioners on our rolls and consider the importunity for such increase that must follow the precedents already made, the relation of the subject to a justifiable increase of our national revenues can not escape attention.

GROVER CLEVELAND.

EXECUTIVE MANSION, _February 22, 1897_.

_To the House of Representatives_:

I return herewith without my approval House bill No. 6902, entitled "An act granting a pension to Mrs. Mary A. Viel."

This beneficiary was married in 1862 to Major W.D. Sanger, then in the volunteer military service. He died in 1872, never having made any application for pension. His widow made no application for pension, but within three years after her husband's death, and in 1875, became the wife of Paul Viel. Eight years thereafter he died, leaving her his widow, and it is now proposed to pension her as the widow of the soldier, Major Sanger, though she long ago by her own deliberate act surrendered that title and all its incidents.

There is a further objection to granting this pension. I do not find that any claim is made that the death of the soldier, who was the beneficiary's first husband, was at all attributable to his army service. Neither he nor his widow, while she remained such, presented any such claim, nor is it found in reports of the committees in the Senate or House to whom the bill under consideration was referred. On the contrary, the Senate Committee on Pensions in their report distinctly state that "there is no proof that soldier contracted disease while in the service or that he died of pensionable disabilities."

GROVER CLEVELAND.

EXECUTIVE MANSION, _March i, 1897_.

_To the Senate_:

I return herewith without approval Senate bill No. 719, entitled "An act to restore a pension to Harriet M. Knowlton."

Major William Knowlton, a most worthy volunteer soldier, died of wounds received in battle on the 20th day of September, 1864.

In 1865 his widow, the beneficiary named in this bill, was pensioned at the rate of $25 a month, commencing on the day of her husband's death, with an additional allowance for four minor children dating from July, 1866.

She continued to receive this pension and allowance until November, 1867, when she married Albin P. Stinchfield.

Thereupon her name was dropped from the pension roll, she having by her remarriage lost her pensionable condition, and her children were pensioned at a small monthly rate from the date of their mother's remarriage until June 1, 1880, when the youngest became 16 years of age.

The beneficiary, after living with her second husband about twenty-two years, secured a divorce from him in the year 1889, and it is now proposed to pension the divorced wife as the widow of her deceased soldier husband at the rate she received while she was actually his widow, thirty years ago.

Her pensionable relation to the Government terminated with her remarriage, and her divorce from her second husband could not upon any ground of principle restore it. A departure from this rule, even in aid of cases of hardship, can not fail to establish precedents inviting the abandonment of reasonable and justifiable pension theories.

GROVER CLEVELAND.

EXECUTIVE MANSION, _March 1, 1897_.

_To the House of Representatives_:

I herewith return without approval House bill No. 1299, entitled "An act to pension Harriet Woodbury, of Windsor, Vt."

The beneficiary named in this bill was the wife of Aaron G. Firman at the time of his enlistment in 1863. He died October 2, 1864, and the beneficiary, as his widow, was pensioned in 1865, from the day of her soldier husband's death.

She continued to receive the pension allowed to her as such widow until July 14, 1866, when she married Samuel H. Woodbury. She was thereupon dropped from the pension roll pursuant to law, and in 1868 the minor son of the soldier was allowed a pension of $8 a month, commencing at the date of the remarriage of his mother. This pension was increased to $10 a month in 1873, from July 25, 1866, and was continued until 1880, when the minor child reached the age of 16 years.

On July 26, 1886, twenty years after the beneficiary ceased to be the widow of the soldier Aaron G. Firman and became the wife of the civilian Samuel H. Woodbury, he died and she became his widow.

It is now proposed by this bill to pension her again as the widow of the deceased soldier, notwithstanding her voluntary abandonment of that relation to become the wife of another more than thirty years ago.

No feature of our pension laws is so satisfactory and just as a fair allowance to the widows of our soldiers who have died from causes attributable to their army service. When, however, such a beneficiary by remarriage surrenders her soldier widowhood and turns away from its tender and patriotic associations to assume again the relation and allegiance of wife to another husband, when she discards the soldier's name and in every way terminates her pensionable relationship to the Government, I am unable to discover any principle which justifies her restoration to that relationship upon the death of her second husband.

No one can be insensible to the sad plight of a widow in needy condition, but our pension laws should deal with soldiers' widows. I understand that only the existence of this relationship to a deceased soldier creates through him the Government's duty and justifies the application of public money to the relief of such widows.

GROVER CLEVELAND.

EXECUTIVE MANSION, _March 2, 1897_.

_To the House of Representatives_:

I herewith return without approval House bill No. 7864, entitled "An act to amend the immigration laws of the United States."

By the first section of this bill it is proposed to amend section 1 of the act of March 3, 1891, relating to immigration by adding to the classes of aliens thereby excluded from admission to the United States the following:

All persons physically capable and over 16 years of age who can not read
and write the English language or some other language; but a person not
so able to read and write who is over 50 years of age and is the parent
or grandparent of a qualified immigrant over 21 years of age and capable
of supporting such parent or grandparent may accompany such immigrant,
or such a parent or grandparent may be sent for and come to join the
family of a child or grandchild over 21 years of age similarly qualified
and capable, and a wife or minor child not so able to read and write may
accompany or be sent for and come and join the husband or parent
similarly qualified and capable.

A radical departure from our national policy relating to immigration is here presented. Heretofore we have welcomed all who came to us from other lands except those whose moral or physical condition or history threatened danger to our national welfare and safety. Relying upon the zealous watchfulness of our people to prevent injury to our political and social fabric, we have encouraged those coming from foreign countries to cast their lot with us and join in the development of our vast domain, securing in return a share in the blessings of American citizenship.

A century's stupendous growth, largely due to the assimilation and thrift of millions of sturdy and patriotic adopted citizens, attests the success of this generous and free-handed policy which, while guarding the people's interests, exacts from our immigrants only physical and moral soundness and a willingness and ability to work.

A contemplation of the grand results of this policy can not fail to arouse a sentiment in its defense, for however it might have been regarded as an original proposition and viewed as an experiment its accomplishments are such that if it is to be uprooted at this late day its disadvantages should be plainly apparent and the substitute adopted should be just and adequate, free from uncertainties, and guarded against difficult or oppressive administration.

It is not claimed, I believe, that the time has come for the further restriction of immigration on the ground that an excess of population overcrowds our land.

It is said, however, that the quality of recent immigration is undesirable. The time is quite within recent memory when the same thing was said of immigrants who, with their descendants, are now numbered among our best citizens.

It is said that too many immigrants settle in our cities, thus dangerously increasing their idle and vicious population. This is certainly a disadvantage. It can not be shown, however, that it affects all our cities, nor that it is permanent; nor does it appear that this condition where it exists demands as its remedy the reversal of our present immigration policy.

The claim is also made that the influx of foreign laborers deprives of the opportunity to work those who are better entitled than they to the privilege of earning their livelihood by daily toil. An unfortunate condition is certainly presented when any who are willing to labor are unemployed, but so far as this condition now exists among our people it must be conceded to be a result of phenomenal business depression and the stagnation of all enterprises in which labor is a factor. With the advent of settled and wholesome financial and economic governmental policies and consequent encouragement to the activity of capital the misfortunes of unemployed labor should, to a great extent at least, be remedied. If it continues, its natural consequences must be to check the further immigration to our cities of foreign laborers and to deplete the ranks of those already there. In the meantime those most willing and best entitled ought to be able to secure the advantages of such work as there is to do.

It is proposed by the bill under consideration to meet the alleged difficulties of the situation by establishing an educational test by which the right of a foreigner to make his home with us shall be determined. Its general scheme is to prohibit from admission to our country all immigrants "physically capable and over 16 years of age who can not read and write the English language or some other language," and it is provided that this test shall be applied by requiring immigrants seeking admission to read and afterwards to write not less than twenty nor more than twenty-five words of the Constitution of the United States in some language, and that any immigrant failing in this shall not be admitted, but shall be returned to the country from whence he came at the expense of the steamship or railroad company which brought him.

The best reason that could be given for this radical restriction of immigration is the necessity of protecting our population against degeneration and saving our national peace and quiet from imported turbulence and disorder.

I can not believe that we would be protected against these evils by limiting immigration to those who can read and write in any language twenty-five words of our Constitution. In my opinion, it is infinitely more safe to admit a hundred thousand immigrants who, though unable to read and write, seek among us only a home and opportunity to work than to admit one of those unruly agitators and enemies of governmental control who can not only read and write, but delights in arousing by inflammatory speech the illiterate and peacefully inclined to discontent and tumult. Violence and disorder do not originate with illiterate laborers. They are, rather, the victims of the educated agitator. The ability to read and write, as required in this bill, in and of itself affords, in my opinion, a misleading test of contented industry and supplies unsatisfactory evidence of desirable citizenship or a proper apprehension of the benefits of our institutions. If any particular element of our illiterate immigration is to be feared for other causes than illiteracy, these causes should be dealt with directly, instead of making illiteracy the pretext for exclusion, to the detriment of other illiterate immigrants against whom the real cause of complaint can not be alleged.

The provisions intended to rid that part of the proposed legislation already referred to from obvious hardship appears to me to be indefinite and inadequate.

A parent, grandparent, wife, or minor child of a qualified immigrant, though unable to read and write, may accompany the immigrant or be sent for to join his family, provided the immigrant is capable of supporting such relative. These exceptions to the general rule of exclusion contained in the bill were made to prevent the separation of families, and yet neither brothers nor sisters are provided for. In order that relatives who are provided for may be reunited, those still in foreign lands must be sent for to join the immigrant here. What formality is necessary to constitute this prerequisite, and how are the facts of relationship and that the relative is sent for to be established? Are the illiterate relatives of immigrants who have come here under prior laws entitled to the advantage of these exceptions? A husband who can read and write and who determines to abandon his illiterate wife abroad will find here under this law an absolutely safe retreat. The illiterate relatives mentioned must not only be sent for, but such immigrant must be capable of supporting them when they arrive. This requirement proceeds upon the assumption that the foreign relatives coming here are in every case, by reason of poverty, liable to become a public charge unless the immigrant is capable of their support. The contrary is very often true. And yet if unable to read and write, though quite able and willing to support themselves and their relatives here besides, they could not be admitted under the provisions of this bill if the immigrant was impoverished, though the aid of his fortunate but illiterate relative might be the means of saving him from pauperism.

The fourth section of this bill provides--

That it shall be unlawful for any male alien who has not in good faith
made his declaration before the proper court of his intention to become
a citizen of the United States to be employed on any public works of the
United States or to come regularly or habitually into the United States
by land or water for the purpose of engaging in any mechanical trade or
manual labor for wages or salary, returning from time to time to a
foreign country.

The fifth section provides--

That it shall be unlawful for any person, partnership, company, or
corporation knowingly to employ any alien coming into the United States
in violation of the next preceding section of this act.

The prohibition against the employment of aliens upon any public works of the United States is in line with other legislation of a like character. It is quite a different thing, however, to declare it a crime for an alien to come regularly and habitually into the United States for the purpose of obtaining work from private parties, if such alien returns from time to time to a foreign country, and to constitute any employment of such alien a criminal offense.

When we consider these provisions of the bill in connection with our long northern frontier and the boundaries of our States and Territories, often but an imaginary line separating them from the British dominions, and recall the friendly intercourse between the people who are neighbors on either side, the provisions of this bill affecting them must be regarded as illiberal, narrow, and un-American.

The residents of these States and Territories have separate and especial interests which in many cases make an interchange of labor between their people and their alien neighbors most important, frequently with the advantage largely in favor of our citizens. This suggests the inexpediency of Federal interference with these conditions when not necessary to the correction of a substantial evil, affecting the general welfare. Such unfriendly legislation as is proposed could hardly fail to provoke retaliatory measures, to the injury of many of our citizens who now find employment on adjoining foreign soil.

The uncertainty of construction to which the language of these provisions is subject is a serious objection to a statute which describes a crime. An important element in the offense sought to be created by these sections is the coming "regularly or habitually into the United States." These words are impossible of definite and certain construction. The same may be said of the equally important words "returning from time to time to a foreign country."

A careful examination of this bill has convinced me that for the reasons given and others not specifically stated its provisions are unnecessarily harsh and oppressive, and that its defects in construction would cause vexation and its operation would result in harm to our citizens.

GROVER CLEVELAND.

POCKET VETOES.

["An act granting a pension to Mrs. Mary Gould Carr, widow of the late Brigadier and Brevet Major General Joseph B. Carr, United States Volunteers, deceased."]

DECEMBER 30, 1896.

This bill was presented to me on the 16th day of December, 1896. Congress, pursuant to a concurrent resolution adopted by both Houses of Congress, adjourned from the 22d day of December, 1896, to January 5, 1897. I have not approved the bill.

GROVER CLEVELAND.

"An act to increase the pension of Caroline A. Hough, widow of Brigadier-General John Hough."

DECEMBER 31, 1896.

This bill was presented to me on the 16th day of December, 1896. Congress, pursuant to a concurrent resolution adopted by both Houses of Congress, adjourned from the 22d day of December, 1896, to January 5, 1897. I have not approved the bill.

GROVER CLEVELAND.

PROCLAMATIONS.

BY THE PRESIDENT OF THE UNITED STATES OF AMERICA.

A PROCLAMATION.

Whereas an act of Congress entitled "An act to adopt regulations for preventing collisions at sea" was approved August 19, 1890, the said act being in the following words:

_Be it enacted by the Senate and House of Representatives of the
United States of America in Congress assembled_, That the following
regulations for preventing collisions at sea shall be followed by all
public and private vessels of the United States upon the high seas and
in all waters connected therewith navigable by seagoing vessels:

PRELIMINARY.

In the following rules every steam vessel which is under sail and not
under steam is to be considered a sailing vessel, and every vessel under
steam, whether under sail or not, is to be considered a steam vessel.

The words "steam vessel" shall include any vessel propelled by
machinery.

A vessel is "under way" within the meaning of these rules when she is
not at anchor or made fast to the shore or aground.

RULES CONCERNING LIGHTS, ETC.

The word "visible" in these rules when applied to lights shall mean
visible on a dark night with a clear atmosphere.

ARTICLE 1. The rules concerning lights shall be complied with in all
weathers from sunset to sunrise, and during such time no other lights
which may be mistaken for the prescribed lights shall be exhibited.

ART. 2. A steam vessel when under way shall carry--

(_a_) On or in front of the foremast, or if a vessel without a
foremast, then in the fore part of the vessel, at a height above the
hull of not less than 20 feet, and if the breadth of the vessel exceeds
20 feet, then at a height above the hull not less than such breadth, so,
however, that the light need not be carried at a greater height above
the hull than 40 feet, a bright white light so constructed as to show an
unbroken light over an arc of the horizon of 20 points of the compass,
so fixed as to throw the light 10 points on each side of the
vessel--namely, from right ahead to 2 points abaft the beam on either
side--and of such a character as to be visible at a distance of at least
5 miles.

(_b_) On the starboard side a green 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 starboard side, and of such a character as to be
visible at a distance of at least 2 miles.

(_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 subdivision
(_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.

ART. 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 light, 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_), excepting 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.

ART. 4. (_a_) A vessel which from any accident is not under command
shall carry at the same height as a white light mentioned in article 2
(_a_), where they can best be seen, and if a steam vessel in lieu
of that light, two red lights in a vertical line one over the other, not
less than 6 feet apart, and of such a character as to be visible all
around the horizon at a distance of at least 2 miles, and shall by day
carry in a vertical line one over the other, not less than 6 feet apart,
where they can best be seen, two black balls or shapes each 2 feet in
diameter.

(_b_) A vessel employed in laying or in picking up a telegraph
cable shall carry in the same position as the white light mentioned in
articles (_a_), and if a steam vessel in lieu of that light, three
lights in a vertical line one over the other, not less than 6 feet
apart. The highest and lowest of these lights shall be red and the
middle light shall be white, and they shall be of such a character as to
be visible all around the horizon at a distance of at least 2 miles. By
day she shall carry in a vertical line one over the other, not less than
6 feet apart, where they can best be seen, three shapes not less than 2
feet in diameter, of which the highest and lowest shall be globular in
shape and red in color and the middle one diamond in shape and white.

(_c_) The vessels referred to in this article when not making way
through the water shall not carry the side lights, but when making way
shall carry them.

(_d_) The lights and shapes required to be shown by this article
are to be taken by other vessels as signals that the vessel showing them
is not under command and can not, therefore, get out of the way.

These signals are not signals of vessels in distress and requiring
assistance. Such signals are contained in article 31.

ART. 5. A sailing vessel under way and any vessel being towed shall
carry the same lights as are prescribed by article 2 for a steam vessel
under way, with the exception of the white lights mentioned therein,
which they shall never carry.

ART. 6. Whenever, as in the case of small vessels under way during bad
weather, the green and red side lights can not be fixed, these lights
shall be kept at hand, lighted and ready for use, and shall on the
approach of or to other vessels be exhibited on their respective sides,
in sufficient time to prevent collision, in such manner as to make them
most visible and so that the green light shall not be seen on the port
side nor the red light on the starboard side, nor, if practicable, more
than 2 points abaft the beam on their respective sides.

To make the use of these portable lights more certain and easy the
lanterns containing them shall each be painted outside with the color of
the light they respectively contain and shall be provided with proper
screens.

ART. 7. Steam vessels of less than 40 and vessels under oars or sails of
less than 20 tons gross tonnage, respectively, when under way shall not
be obliged to carry the lights mentioned in article 2 (_a_),
(_b_), and (_c_), but if they do not carry them they shall be
provided with the following lights:

First. Steam vessels of less than 40 tons shall carry--

(_a_) In the fore part of the vessel or on or in front of the
funnel, where it can best be seen, and at a height above the gunwale of
not less than 9 feet, a bright white light constructed and fixed as
prescribed in article 2 (_a_) and of such a character as to be
visible at a distance of at least 2 miles.

(_b_) Green and red side lights constructed and fixed as prescribed
in article 2 (_b_) and (_c_) and of such a character as to be
visible at a distance of at least 1 mile, or a combined lantern showing
a green light and a red light from right ahead to 2 points abaft the
beam on their respective sides. Such lanterns shall be carried not less
than 3 feet below the white light.

Second. Small steamboats, such as are carried by seagoing vessels, may
carry the white light at a less height than 9 feet above the gunwale,
but it shall be carried above the combined lantern mentioned in
subdivision 1 (_b_).

Third. Vessels under oars or sails of leas than 20 tons shall have ready
at hand a lantern with a green glass on one side and a red glass on the
other, which on the approach of or to other vessels shall be exhibited,
in sufficient time to prevent collision, so that the green light shall
not be seen on the port side nor the red light on the starboard side.

The vessels referred to in this article shall not be obliged to carry
the lights prescribed by article 4 (_a_) and article 11 last
paragraph.

ART. 8. Pilot vessels when engaged on their station on pilotage duty
shall not show the lights required for other vessels, but shall carry a
white light at the masthead, visible all around the horizon, and shall
also exhibit a flare-up light or flare-up lights at short intervals,
which shall never exceed fifteen minutes.

On the near approach of or to other vessels they shall have their side
lights lighted ready for use and shall flash or show them at short
intervals to indicate the direction in which they are heading; but the
green light shall not be shown on the port side nor the red light on the
starboard side.

A pilot vessel of such a class as to be obliged to go alongside of a
vessel to put a pilot on board may show the white light instead of
carrying it at the masthead, and may instead of the colored lights above
mentioned have at hand ready for use a lantern with a green glass on the
one side and a red glass on the other, to be used as prescribed above.

Pilot vessels when not engaged on their station on pilotage duty shall
carry lights similar to those of other vessels of their tonnage.

ART. 9. Fishing vessels and fishing boats when under way and when not
required by this article to carry or show the lights therein named shall
carry or show the lights prescribed for vessels of their tonnage under
way.

(_a_) Vessels and boats when fishing with drift nets shall exhibit
two white lights from any part of the vessel where they can best be
seen. Such lights shall be placed so that the vertical distance between
them shall be not less than 6 feet and not more than 10 feet, and so
that the horizontal distance between them measured in a line with the
keel shall be not less than 5 feet and not more than 10 feet. The lower
of these two lights shall be the more forward, and both of them shall be
of such a character as to show all around the horizon and to be visible
at a distance of not less than 3 miles.

(_b_) Vessels when engaged in trawling, by which is meant the
dragging of an apparatus along the bottom of the sea--

First. If steam vessels, shall carry in the same position as the white
light mentioned in article 2 (_a_) tricolored lantern so
constructed and fixed as to show a white light from right ahead to 2
points on each bow and a green light and a red light over an arc of the
horizon from 2 points on either bow to 2 points abaft the beam on the
starboard and port sides, respectively, and not less than 6 nor more
than 12 feet below the tricolored lantern a white light in a lantern so
constructed as to show a clear, uniform, and unbroken light all around
the horizon.

Second. If sailing vessels of 7 tons gross tonnage and upward, shall
carry a white light in a lantern so constructed as to show a clear,
uniform, and unbroken light all around the horizon, and shall also be
provided with a sufficient supply of red pyrotechnic lights, which shall
each burn for at least thirty seconds and shall be shown on the approach
of or to other vessels in sufficient time to prevent collision.

In the Mediterranean Sea the vessels referred to in subdivision
(_b_) 2 may use a flare-up light in lieu of a pyrotechnic light.

All lights mentioned in subdivision (_b_) 1 and 2 shall be visible
at a distance of at least 2 miles.

Third. If sailing vessels of less than 7 tons gross tonnage, shall not
be obliged to carry the white light mentioned in subdivision (_b_)
2 of this article, but if they do not carry such light they shall have
at hand, ready for use, a lantern showing a bright white light, which
shall on the approach of or to other vessels be exhibited where it can
best be seen in sufficient time to prevent collision; and they shall
also show a red pyrotechnic light, as prescribed in subdivision
(_b_) 2, or in lieu thereof a flare-up light.

(_c_) Vessels and boats when line fishing with their lines out and
attached to their lines, and when not at anchor or stationary, shall
carry the same lights as vessels fishing with drift nets.

(_d_) Fishing vessels and fishing boats may at any time use a
flare-up light in addition to the lights which they are by this article
required to carry and show. All flare-up lights exhibited by a vessel
when trawling or fishing with any kind of drag net shall be shown at the
after part of the vessel, excepting that if the vessel is hanging by the
stern to her fishing gear they shall be exhibited from the bow.

(_e_) Every fishing vessel and every boat when at anchor shall
exhibit a white light visible all around the horizon at a distance of at
least 1 mile.

(_f_) If a vessel or boat when fishing becomes stationary in
consequence of her gear getting fast to a rock or other obstruction, she
shall show the light and make the fog signal prescribed for a vessel at
anchor, respectively. (See article 15 (_d_), (_e_), and last
paragraph.)

(_g_) In fog, mist, falling snow, or heavy rain storms drift-net
vessels attached to their nets, and vessels when trawling, dredging, or
fishing with any kind of dragnet, and vessels line fishing with their
lines out shall, if of 20 tons gross tonnage or upward, respectively, at
intervals of not more than one minute make a blast--if steam vessels,
with the whistle or siren, and if sailing vessels, with the fog
horn--each blast to be followed by ringing the bell.

(_h_) Sailing vessels or boats fishing with nets or lines or trawls
when under way shall in daytime indicate their occupation to an
approaching vessel by displaying a basket or other efficient signal
where it can best be seen.

The vessels referred to in this article shall not be obliged to carry
the light prescribed by article 4 (_a_) and article 11, last
paragraph.

ART. 10. A vessel which is being overtaken by another shall show from
her stern to such last-mentioned vessel a white light or a flare-up
light.

The white light required to be shown by this article may be fixed and
carried in a lantern, but in such case the lantern shall be so
constructed, fitted, and screened that it shall throw an unbroken light
over an arc of the horizon of 12 points of the compass--namely, for 6
points from right aft on each side of the vessel--so as to be visible at
a distance of at least 1 mile. Such light shall be carried as nearly as
practicable on the same level as the side lights.

ART. 11. A vessel under 150 feet in length when at anchor shall carry
forward, where it can best be seen, but at a height not exceeding 20
feet above the hull, a white light in a lantern so constructed as to
show a clear, uniform, and unbroken light visible all around the horizon
at a distance of at least 1 mile.

A vessel of 150 feet or upward in length when at anchor shall carry in
the forward part of the vessel, at a height of not less than 20 and not
exceeding 40 feet above the hull, one such light, and at or near the
stern of the vessel, and at such a height that it shall be not less than
15 feet lower than the forward light, another such light.

The length of a vessel shall be deemed to be the length appearing in her
certificate of registry.

A vessel aground in or near a fairway shall carry the above light or
lights and the two red lights prescribed by article 4 (_a_).

ART. 12. Every vessel may, if necessary in order to attract attention,
in addition to the lights which she is by these rules required to carry,
show a flare-up light or use any detonating signal that can not be
mistaken for a distress signal.

ART. 13. Nothing in these rules shall interfere with the operation of
any special rules made by the government of any nation with respect to
additional station and signal lights for two or more ships of war or
for vessels sailing under convoy, or with the exhibition of recognition
signals adopted by ship owners, which have been authorized by their
respective governments and duly registered and published.

ART. 14. A steam vessel proceeding under sail only, but having her
funnel up, shall carry in daytime forward, where it can best be seen,
one black ball or shape 2 feet in diameter.

SOUND SIGNALS FOR FOG, ETC.

ART. 15. All signals prescribed by this article for vessels under way
shall be given--

1. By "steam vessels," on the whistle or siren.

2. By "sailing vessels" and "vessels towed," on the fog horn.

The words "prolonged blast" used in this article shall mean a blast of
from four to six seconds' duration.

A steam vessel shall be provided with an efficient whistle or siren,
sounded by steam or by some substitute for steam, so placed that the
sound may not be intercepted by any obstruction, and with an efficient
fog horn, to be sounded by mechanical means, and also with an efficient
bell. (In all cases where the rules require a bell to be used a drum may
be substituted on board Turkish vessels or a gong where such articles
are used on board small seagoing vessels.) A sailing vessel of 20 tons
gross tonnage or upward shall be provided with a similar fog horn and
bell.

In fog, mist, falling snow, or heavy rain storms, whether by day or
night, the signals described in this article shall be used as follows,
viz:

(_a_) A steam vessel having way upon her shall sound at intervals
of not more than two minutes a prolonged blast.

(_b_) A steam vessel under way, but stopped and having no way upon
her, shall sound at intervals of not more than two minutes two prolonged
blasts, with an interval of about one second between them.

(_c_) A sailing vessel under way shall sound at intervals of not
more than one minute, when on the starboard tack one blast, when on the
port tack two blasts in succession, and when with the wind abaft the
beam three blasts in succession.

(_d_) A vessel when at anchor shall at intervals of not more than
one minute ring the bell rapidly for about five seconds.

(_e_) A vessel at anchor at sea, when not in ordinary anchorage
ground and when in such a position as to be an obstruction to vessels
under way, shall sound, if a steam vessel, at intervals of not more than
two minutes, two prolonged blasts with her whistle or siren, followed by
ringing her bell, or if a sailing vessel, at intervals of not more than
one minute, two blasts with her fog horn, followed by ringing her bell.

(_f_) A vessel when towing shall, instead of the signals prescribed
in subdivisions (_a_) and (_c_) of this article, at intervals
of not more than two minutes sound three blasts in succession, namely,
one prolonged blast followed by two short blasts. A vessel towed may
give this signal, and she shall not give any other.

(_g_) A steam vessel wishing to indicate to another "The way is off
my vessel; you may feel your way past me" may sound three blasts in
succession--namely, short, long, short--with intervals of about one
second between them.

(_h_) A vessel employed in laying or picking up a telegraph cable
shall on hearing the fog signal of an approaching vessel sound in answer
three prolonged blasts in succession.

(_i_) A vessel under way which is unable to get out of the way of
an approaching vessel through being not under command or unable to
maneuver as required by these rules shall on hearing the fog signal of
an approaching vessel sound in answer four short blasts in succession.

Sailing vessels and boats of less than 20 tons gross tonnage shall not
be obliged to give the above-mentioned signals, but if they do not they
shall make some other efficient sound signal at intervals of not more
than one minute.

SPEED OF SHIPS TO BE MODERATE IN FOG, ETC.

ART. 16. Every vessel shall in a fog, mist, falling snow, or heavy rain
storms go at a moderate speed, having careful regard to the existing
circumstances and conditions.

A steam vessel hearing, apparently forward of her beam, the fog signal
of a vessel the position of which is not ascertained shall, so far as
the circumstances of the case admit, stop her engines and then navigate
with caution until danger of collision is over.

STEERING AND SAILING RULES.

PRELIMINARY.--RISK OF COLLISION.

Risk of collision can, when circumstances permit, be ascertained by
carefully watching the compass bearing of an approaching vessel. If the
bearing does not appreciably change, such risk should be deemed to
exist.

ART. 17. When two sailing vessels are approaching one another so as to
involve risk of collision, one of them shall keep out of the way of the
other as follows, namely:

(_a_) A vessel which is running free shall keep out of the way of a
vessel which is closehauled.

(_b_) A vessel which is closehauled on the port tack shall keep out
of the way of a vessel which is closehauled on the starboard tack.

(_c_) When both are running free with the wind on different sides,
the vessel which has the wind on the port side shall keep out of the way
of the other.

(_d_) When both are running free with the wind on the same side,
the vessel which is to the windward shall keep out of the way of the
vessel which is to leeward.

(_e_) A vessel which has the wind aft shall keep out of the way of
the other vessel.

ART. 18. When two steam vessels are meeting end on or nearly end on, so
as to involve risk of collision, each shall alter her course to
starboard, so that each may pass on the port side of the other.

This article only applies to cases where vessels are meeting end on or
nearly end on in such a manner as to involve risk of collision, and does
not apply to two vessels which must, if both keep on their respective
courses, pass clear of each other.

The only cases to which it does apply are when each of the two vessels
is end on or nearly end on to the other; in other words, to cases in
which by day each vessel sees the masts of the other in a line or nearly
in a line with her own, and by night to cases in which each vessel is in
such a position as to see both the side lights of the other.

It does not apply by day to cases in which a vessel sees another ahead
crossing her own course, or by night to cases where the red light of one
vessel is opposed to the red light of the other, or where the green
light of one vessel is opposed to the green light of the other, or where
a red light without a green light or a green light without a red light
is seen ahead, or where both green and red lights are seen anywhere but
ahead.

ART. 19. When two steam vessels are crossing, so as to involve risk of
collision, the vessel which has the other on her own starboard side
shall keep out of the way of the other.

ART. 20. When a steam vessel and a sailing vessel are proceeding in such
directions as to involve risk of collision, the steam vessel shall keep
out of the way of the sailing vessel.

ART. 21. Where by any of these rules one of two vessels is to keep out
of the way, the other shall keep her course and speed.

ART. 22. Every vessel which is directed by these rules to keep out
of the way of another vessel shall, if the circumstances of the case
admit, avoid crossing ahead of the other.

ART. 23. Every steam vessel which is directed by these rules to keep out
of the way of another vessel shall on approaching her, if necessary,
slacken her speed or stop or reverse.

ART. 24. Notwithstanding anything contained in these rules every vessel
overtaking any other shall keep out of the way of the overtaken vessel.

Every vessel coming up with another vessel from any direction more than
2 points abaft her beam--that is, in such a position with reference to
the vessel which she is overtaking that at night she would be unable to
see either of that vessel's side lights--shall be deemed to be an
overtaking vessel, and no subsequent alteration of the bearing between
the two vessels shall make the overtaking vessel a crossing vessel
within the meaning of these rules or relieve her of the duty of keeping
clear of the overtaken vessel until she is finally past and clear.

As by day the overtaking vessel can not always know with certainty
whether she is forward of or abaft this direction from the other vessel,
she should if in doubt assume that she is an overtaking vessel and keep
out of the way.

ART. 25. In narrow channels every steam vessel shall, when it is safe
and practicable, keep to that side of the fairway or mid-channel which
lies on the starboard side of such vessel.

ART. 26. Sailing vessels under way shall keep out of the way of sailing
vessels or boats fishing with nets or lines or trawls. This rule shall
not give to any vessel or boat engaged in fishing the right of
obstructing a fairway used by vessels other than fishing vessels or
boats.

ART. 27. In obeying and construing these rules due regard shall be had
to all dangers of navigation and collision and to any special
circumstances which may render a departure from the above rules
necessary in order to avoid immediate danger.

SOUND SIGNALS FOR VESSELS IN SIGHT OF ONE ANOTHER.

ART. 28. The words "short blast" used in this article shall mean a blast
of about one second's duration.

When vessels are in sight of one another, a steam vessel under way in
taking any course authorized or required by these rules shall indicate
that course by the following signals on her whistle or siren, namely:

One short blast to mean, "I am directing my course to starboard."

Two short blasts to mean, "I am directing my course to port."

Three short blasts to mean, "My engines are going at full speed astern."

NO VESSEL UNDER ANY CIRCUMSTANCES TO NEGLECT PROPER PRECAUTIONS.

ART. 29. Nothing in these rules shall exonerate any vessel or the owner
or master or crew thereof from the consequences of any neglect to carry
lights or signals, or of any neglect to keep a proper lookout, or of the
neglect of any precaution which may be required by the ordinary practice
of seamen or by the special circumstances of the case.

RESERVATION OF RULES FOR HARBORS AND INLAND NAVIGATION.

ART. 30. Nothing in these rules shall interfere with the operation of a
special rule duly made by local authority relative to the navigation of
any harbor, river, or inland waters.

DISTRESS SIGNALS.

ART. 31. When a vessel is in distress and requires assistance from other
vessels or from the shore, the following shall be the signals to be used
or displayed by her either together or separately, namely:

In the daytime--

First. A gun fired at intervals of about a minute.

Second. The international code signal of distress indicated by N.C.

Third. The distance signal, consisting of a square flag, having either
above or below it a ball or anything resembling a ball.

Fourth. Rockets or shells as prescribed below for use at night.

Fifth. A continuous sounding with any fog-signal apparatus.

At night--

First. A gun fired at intervals of about a minute.

Second. Flames on the vessel (as from a burning tar barrel, oil barrel,
etc.).

Third. Rockets or shells bursting in the air with a loud report and
throwing stars of any color or description, fired one at a time at short
intervals.

Fourth. A continuous sounding with any fog-signal apparatus.

SEC. 2. That all laws or parts of laws inconsistent with the foregoing
regulations for preventing collisions at sea, for the navigation of all
public and private vessels of the United States upon the high seas and
in all waters connected therewith navigable by seagoing vessels, are
hereby repealed.

SEC. 3. That this act shall take effect at a time to be fixed by the
President by proclamation issued for that purpose.

And whereas an act of Congress entitled "An act to amend an act approved August 19, 1890, entitled 'An act to adopt regulations for preventing collisions at sea,'" was approved May 28, 1894, the said act being in the following words:

_Be it enacted by the Senate and House of Representatives of the
United States of America in Congress assembled_. That article 7 of
the act approved August 19, 1890, entitled "An act to adopt regulations
for preventing collisions at sea," be amended to read as follows:

"ART. 7. Steam vessels of less than 40 and vessels under oars or sails
of less than 20 tons gross tonnage, respectively, and rowing boats, when
under way, shall not be required to carry the lights mentioned in
article 2 (_a_), (_b_), and (_c_), but if they do not
carry them they shall be provided with the following lights:

"First. Steam vessels of less than 40 tons shall carry--

"(_a_) In the fore part of the vessel or on or in front of the
funnel, where it can best be seen, and at a height above the gunwale of
not less than 9 feet, a bright white light constructed and fixed as
prescribed in article 2 (_a_) and of such a character as to be
visible at a distance of at least 2 miles.

"(_b_) Green and red side lights constructed and fixed as
prescribed in article 2 (_b_) and (_c_) and of such a
character as to be visible at a distance of at least 1 mile, or a
combined lantern showing a green light and a red light from right ahead
to 2 points abaft the beam on their respective sides. Such lanterns
shall be carried not less than 3 feet below the white light.

"Second. Small steamboats, such as are carried by seagoing vessels, may
carry the white light at a less height than 9 feet above the gunwale,
but it shall be carried above the combined lantern mentioned in
subdivision 1 (_b_).

"Third. Vessels under oars or sails of less than 20 tons shall have
ready at hand a lantern with a green glass on one side and a red glass
on the other, which on the approach of or to other vessels shall be
exhibited, in sufficient time to prevent collision, so that the green
light shall not be seen on the port side nor the red light on the
starboard side.

"Fourth. Rowing boats, whether under oars or sail, shall have ready at
hand a lantern showing a white light, which shall be temporarily
exhibited in sufficient time to prevent collision.

"The vessels referred to in this article shall not be obliged to carry
the lights prescribed by article 4 (_a_) and article 11, last
paragraph."

That article 9 be hereby repealed.

That article 21 be amended to read as follows:

"ART. 21. Where by any of these rules one of two vessels is to keep out
of the way the other shall keep her course and speed.

"NOTE.--When in consequence of thick weather or other causes such vessel
finds herself so close that collision can not be avoided by the action
of the giving-way vessel alone, she also shall take such action as will
best aid to avert collision." (See articles 27 and 29.)

That article 31 be amended to read as follows:

"DISTRESS SIGNALS.

"ART. 31. When a vessel is in distress and requires assistance from
other vessels or from the shore, the following shall be the signals to
be used or displayed by her, either together or separately, namely:

"In the daytime--

"First. A gun or other explosive signal fired at intervals of about a
minute.

"Second. The international code signal of distress indicated by N.C.

"Third. The distance signal, consisting of a square flag, having either
above or below it a ball or anything resembling a ball.

"Fourth. A continuous sounding with any fog-signal apparatus.

"At night--

"First. A gun or other explosive signal fired at intervals of about a
minute.

"Second. Flames on the vessel (as from a burning tar barrel, oil barrel,
etc.).

"Third. Rockets or shells throwing stars of any color or description,
fired one at a time at short intervals.

"Fourth. A continuous sounding with any fog-signal apparatus."