A Handbook to the Ports on the Coast of India between Calcutta and Bombay, including the Island of Ceylon. Compiled from various sources

Preface

. This book has been compiled during my leisure time with the hope that it may be of use to the Commanders of the many coasting steamers and to shipowners and others who are interested in the Ports of our great Indian Empire. It is not intended as a Sailing Directory, but merely as an accurate description of the Ports, Lights, Anchor ages, Beacons, Buoys, and the dangers on the coast, as they exist in 1897. The historical notes have been taken from the most reliable sources, namely, from the works of Sir William Hunter, Colonels Yule, and Thornton, and from the manuals of the various districts in the Madras Presidency. The nautical portion has been condensed from Commander Taylor's Directory, Marshall's Handbook, from the Admiralty Pilots' and Hydrographic Notices, and from the surveys conducted by the officers of the Marine Survey of India.

Most of the information in the chapter on Ceylon has been condensed from Mr. Ferguson's works, to whom my acknowledgments and thanks are due. I am indebted first to Commander H. A Street, Royal Indian Marine, for much kind advice and encouragement. I am also indebted to Commanders P. B. Creagh and G. A. Wilson of the Royal Indian Marine for most of the information regarding Calcutta and Bombay; to

PREFACE.

. IV Mr. H. D. Baddeley, Personal Assistant to the Presi dency Port Officer, for the remarks regarding Madras, and to the Naval Officer in charge of Marmagoa' for the Goanese Ports. For some of the information regarding the out-ports in the Madras Presidency I am indebted to those of my brother Port Officers, who were kind enough to give me their assistance. For the Ports in Travancore I am indebted to the kind co-operation of Mr. Maltby; and many of my old seafriends have given me much valuable assistance. I regret that it has been found impossible to illus trate the book owing to the difficulty and expense of getting the photographs taken from seaward; but this, I hope, will be overcome, if the book is sufficiently well thought of to merit a second edition. Amongst the Appendices will be found much useful information, and the Port Rules for the three Presidencies and other matter have been added at the request of many of my old friends in the British India Company, so that they may be always on the chart-room table for handy reference.

All bearings given in this book are magnetic In conclusion, though no pains have been spared and every precaution taken, it is impossible but that some mistakes will be found, and I beg that any omis sions or inaccuracies may be brought to my notice with a view to another edition being more perfect and useful. Mangalore, September 1897. H. S. Brown. Contents. Page.. Uniform System of Buoyage vi Use of Oil as a Sea-Smoother viii Chapter I. Ports in the Bengal Presidency: Calcutta to Puri ... 1 Chapter II. Eastern Ports in tha Madras Presidency : Ganjam to Manapad 29 Chapter III. Ports in the Island of Ceylon and Maldive Islands . . 87 Chapter IV.

Western Ports in Native States and Madras Presidency : Tuticorin to Siroor 118 The Laccadive Islands . 161 Chapter V. Ports in the Bombay Presidency: Bhatkal to Bombay . . 164 Rules for the Port of Calcutta 219 Bye-laws 224 Rules under Explosives Act IV. of 1884 230 Scale of Charges of Kidderpore Graving Dock 232 Rules under Petroleum Act XII. of 1886 233 Rates of Port Dues in the Madras Presidency 236 Instructions to Commanders visiting the Port of Madras .... 242 Instructions to Commanders of Vessels visting Coast-Ports .... 249 Port Signals 252 Scale of Fees for Measuring and Surveying Vessels 254 Port Rules for Madras 2 55 Meteorological Meaning of the Commercial Code-Flags .... 260 Port Rules for all the Coast Ports 262 Madras Cyolone Code 285 General Pass Rules 291 Bye-Laws of the Harbour Trust Board (Madras) 297 Special Notice to Commanders of Vessels visiting Madras .... 300 Colombo Port Rules 303 Rates of Agency and Commission adopted by Colombo Chamber of Commerce 306 Bombay Port Rules 314 Storm Warning Signals 320 Special Port Signals 321 Bombay Chamber of Commerce Rules 323 Madras and Coromandel Tonnage Scale 324 Bengal Tonnage Scale 324 Cochin Tonnage Scale 324 TonDage Schedule for all Parts of India 327 Revised Regulations for preventing Collisions at Sea 337 Basses and Minicoy Light Dues and Straits Light Dues 344 Index Uniform System of Buoyage.

The system is as follows: — 1. The Mariner, when approaching the coast, must determine his position on the chart, and must note the direction of the main stream of flood tide. 2. The term "Starboard Hand" shall denote that side which would be on the right hand of the Mariner, either going with the main stream of flood, or entering a harbour, river, or estuary from seaward; the term "Port Hand" shall denote the left hand of the MariDer under the same circumstances. 3. Buoys showing the pointed top of a cone above water shall be called "Conical," and shall always be Starboard Hand buoys, as above defined. 4. Buoys showing aflat top above water shall be called "Can", and shall always be Port Hand buoys, as above defined. 5. Buoys showing a domed top above water shall be called "Spherical", and shall mark the ends of Middle Grounds. 6.

Buoys having a tall central structure on a broad base shall be called "Pillar buoys", and like other special buoys, such as Bell buoys, Gas buoys, Automatic Sounding buoys, etc. etc., shall be placed to mark special positions, either on the coast or in the approaches to harbours, etc. 7. Buoys showing only a mast above water shall be called Spar buoys. 8. Starboard Hand buoys shall always be painted a single red colour. 9. Port Hand buoys shall be painted of another characteristic colour, either black or parti-colour. 10. Spherical buoys at the ends of Middle Grounds shall always be distinguished by horizontal stripes of white colour. 11. Surmounting top-marks, such as staff and cone, etc., shall always be painted of one dark colour. 12. Staff and Cone shall only be used on Starboard Hand buoys; Staff and Cylinder on Port Hand; Globes at the outer ends of Middle Grounds; and Half Globes, round part uppermost, at the inner ends. 13.

Buoys on the same side of a channel, estuary, or tideway, m.y be distinguished from each other by names or consecutive numbers or letters, commencing from seaward, and when necessary by a staft, surmounted by the appropriate topmark. UNIFORM SYSTEM OF BUOYAGE. VII 14. Fairway buoys shall always be painted in horizonta' stripes of white colour, and shall be surmounted by a staff only. 15. Buoys intended for mooring etc. may be of shape or colour according to the discretion of the Authority within whose jurisdiction they are laid, but for marking Submarine Telegraph Cables the colour shall be green, with the word "Telegraph" painted thereon in white letters. Buoying and marking of Wrecks: 16. Wreck buoys in the open saa, or in the approaches to a harbour, or estuary, shall be coloured green, with the word "Wreck" painted in white letters on them. 17.

When possible the buoy shall be laid near to the side of the wreck next to mid-channel. IS. When a wreck-marking vessel is used, it shall, if possible, have its top-sides coloured green, with the word "Wreck" in white letters thereon, and shall exhibit: — By day — Three balls on a yard 20 feet above the sea, two placed vertically at one end, and one at the other, the single ball being on the side nearest to the wreck. By night — Three fixed white lights, similarly arranged, but not the ordinary riding light. 19. In narrow waters, or in rivers, harbours, etc. under the jurisdiction of local Authorities, the same rules may be adopted, or, at discretion, varied as follows: — When a wreck-marking vessel is used, she shall carry a yard on a mast, with two balls by day, placed horizontally, not less than 6 nor more than 12 feet apart, and two lights by night, similarly placed.

When a barge or boat only is used a flag or ball may be shown in the day-time. The position in which the marking vessel is placed, with reference to the wreck, shall be at the discretion of the local Authority having jurisdiction. The Use of Oil as a Sea-Smoother Is strongly insisted upon, and no apology is necessary to our readers for making public the following quotation from the Pilot Chart, which is reprinted from the Abstract Storm Log issued by the United States Hydrographic Office, where space is provided for the record of experience in using oil and opinions regarding it. Masters of vessels cannot be reminded too often of the use of oil in stormy weather. Its importance is well illustrated by the fact that it is recognised in standard books on Seamanship. The International Marine Conference at Washington recommended that "the several Governments require all their sea-going vessels to carry a sufficient quantity of animal or vegetable oil, for the purpose of calming the sea in rough weather, together with suitable means for applying it."

Thick and heavy oils are the best. Mineral oils are not so effective as animal or vegetable oils, Raw petroleum has given favourable results, but is not so good when refined. Certain oils like cocoa-nut oil and some kinds of fish oil congeal in cold weather, and are therefore useless, but may be mixed with mineral oils to advantage. As a general rule, probably the best way to use oil is by filling the closet-bowls forward with oakum and oil, letting the oil drip out slowly through the waste-pipes. Another simple and easy way to distribute oil is by means of canvas bags about one foot long, filled with oakum aud oil, pierced with holes by means of a coarse sail-needle, and held by a laniard. Running before a gale, use oil from bags at the cat-heads or from forward waste-pipes; if yawing badly and threatening to broach to, use oil forward and abaft the beam, on both sides.

Lying to, distribute oil from the weather-bow. With a high beam sea, use oil-bags at regular intervals along the weather side. In a heavy cross sea, have bags along both sides. Steaming into a heavy head-sea, use oil through forward closet-pipes. There are many other cases where oil may he used to advantage, such as lowering and hoisting boats, riding to a sea-anchor, crossing rollers or surf on a bar, and from lifeboats and stranded vessels.

Chapter I

Ports in the Bengal Presidency. ■^3-**— CALCUTTA, in Latitude 22° 33' N, Longitude 88° 20' E, is the principal port and capital of Bengal, and has a population of over 700,000. It is situated on the left bank of the river Hoogley, 82 miles from Saugor Island, which is the southern extremity of the land, or 120 miles from the Pilot Station off the tails of the outlying sands. In 1596, Calcutta, or as then known Kalikata, was a small village, and its history practically dates from 1686, when the English left the town of Hugli and settled at a village close to the present Chitpur Bridge, and gradually extended down the river to somewhere between the present Custom House and the mint, and some years afterwards down to Fort William. It became the head-quarters of the East India Company in 1689, and it was formally purchased from the son of the Emperor Aurangzeb in 1700 a. d. The original Fort William was built in 1696, and was captured in 1756 by the Nawab of Bengal.

In 1757, however, the British again took possession of the city, from which time modern Calcutta dates. The present Fort William was finished in 1773, and from that time Calcutta presents a smooth narrative of prosperity. The Port has good accommodation for the largest vessels either at the Wet Docks or at the Jetties, which are amply furnished with hydraulic cranes for working cargo, and with all appliances for rapid despatch. j There are altogether eight jetties, and both docks and jetties are connected with the several railways. Ships are transported in the harbour by Assistant Harbour Masters, who are servants of the Port Trust, and the deep sea pilots are under the control of the Port Officer, who is immediately under the Government of Bengal. Twelve vessels can be accommodated with berths for working cargo in the Wet Docks at Kidderpore, and two in the Tidal Basin.

Harbour Masters' fees vary according to the work required of them, but transporting charges are 25 Rupees each way. Hauling in and out of moorings 16 Rupees for each operation. Mooring hire ranges from 17> Rupees for small vessels under 200 tons to 15 Rupees for vessels of 3000 tons and upwards. Port Dues are 4 Annas a ton. The Pilots will take vessels of any draft up and down the river, but the maximum draft may be taken as 27 feet. Pilotage is paid according to the draft of the vessel. Vide revised scale. The anchorage within the port for vessels about to move or in Quarantine is in Garden Reach, 1 to 3 miles below the Kidderpore Docks. Beyond the port the anchorages for deeply laden vessels arc as follows : Budge Budge 12 miles below Fort William Fisherman's Point 27 do. do. Diamond Harbour 43 do. do.

Kulpee 50 do. do. Jellingham Channel 65 do. do. Saugor Roads 82 do. do. Vessels do not anchor seaward of Saugor, except in fine weather to wait for the tide or orders. As a general rule the bottom at all the river anchorages is good holding ground. There is sufficient water for vessels of any draft at the moorings, where all ships have to moor head and stern with 2 bower and 2 stern cables, shackled to the permanent moorings laid down parallel with the bank, the vessels lying in tiers of from 2 to 6. There is no scale of fees for towage, as a written agree ment is always drawn up. The mean range of highest ordinary spring tides is 11*7 feet, and the highest high-water and the lowest low-water observed are respectively 24*1 feet and 2-2 feet above the datum of soundings in the river charts.

The apparent time of high-water at the full and change of the moon (mean establishment of the port) is 2 hrs. 2 min. The time-ball on the Port Office and on Fort William is dropped simultaneously at 1 hr. p. m. Calcutta mean time daily, corresponding to 19 hrs. 6 min. 39*2 sees. Greenwich mean time. The Principal Exports are Cotton, Rice, Tea, Wheat, Gram, Spices, Shellac, Opium, Indigo, Hides, Timber, Tobacco, Sugar, Dye-stuffs, Cutch, Jute, India Rubber, and Country Coal. The Principal Imports are Salt, Piecegoods, Iron, Coal, Cotton Yarn, Machinery, Hardware, Wines and Spirits, Pe troleum, Stationery, Glassware, Metals and Wearing Apparel. The number and tonnage of cargo boats in the port are: — Class 1. No. 896 representing 25*624 tons. Class 2. No. 3138 do. 41-857 do. Total No. 4034. Total 67*481 tons.

The number of boatmen available is ample for the requirements of the port, and labor is abundant. The cost of working cargo is from 2\ to 6 annas a ton, according to the nature of the cargo. The cost of Landing and Shipping per ton is 3£ to 4 annas for general cargo, and 5 annas for timber. The Port Trust have the management and control of the Docks, Jetties, Petroleum Wharf and Depot at Budge Budge, Moyapore Gunpowder Magazine, River Survey, Light Ships, Light-houses, Houses of Refuge, the berthing and movement i' of the Shipping in Port, and the granting of licenses to the river boats and lighter-men. The Port Officer has the supervision of the Pilot Establish ment, and is also Shipping Master, Registrar of Shipping and Wrecks, Detaining Officer, President of the Board of Examiners in Seamanship and Navigation, Inspector of Pilgrims under Act 14 of 1895, also Officer appointed under Act 10 of 1887 and Act 6 of 1891, etc., etc.

The Collector of Customs grants port-clearances to vessels, and the Preventive Service is under his control. Filtered water is supplied to the shipping either by boats or by the hoses from the hydrants, and can be obtained by application to the Superintendent of Water Supply of Shipping, at the Police Office. The charge is at the rate of 5 Rupees per thousand gallons. Provisions and stores are plentiful and cheap, and are usually obtained through contractors. Coals can be put on board at the rate of about 75 tons an hour. There are seven private dry docks, varying in length from 209 feet to 370 feet overall, with a breadth from 63 feet to 96 feet and depth from 23 feet to 31 feet, and an average depth on the sills at spring tides from 18 feet to 25 feet from June to October, and the remainder of the year from 14£ feet to 20| feet.

In addition to these the Port Commissioners have a new dry dock at Kidderpore of the following dimensions: Length on blocks, 520 feet. Width at entrance, 67 feet. Depth on sill, 25 feet. They have also a dry dock at Howrah for their own purposes, and it is principally used for the light ships and small vessels. The Government of India have a dry dock at Kidderpore, which is used for Government vessels only. There is no schedule of rates for docking, as a written agreement is always drawn up. The health of the Port is good and is under the supervision of a Government Medical Officer. Ambulance cars with bearers are provided and stationed at suitable spots, for the convenience of sick seamen requiring hospital treatment. Hospital dues are 9 pies per registered ton. The weather is uncertain from the beginning of May to the end of November, and during the transition periods, April, May, October, November, cyclones of severe intensity sometimes occur.

Ballast is obtainable in abundance, and can be put alongside at five Rupees a ton. Tugs are always in readiness, and cruise off the sandheads, in the fine season, for inward bound vessels. All vessels from infected ports must wait at Garden Reach till they have been inspected by the Health Officer. Bills of health are granted free of charge. Port rules are furnished to all arrivals. They will be found amongst the appendices. Preventive Officers board all vessels on arrival, aud remain on board, and must be housed and fed by the ship. Stores can be released on application, but all dutiable stores must be sealed up. Manifests of cargo and stores, and a list of the ship's crew must be presented for entry at the Custom House, and exact weights and measures must be given. There are Consular Offices for all nations, also Lloyd's Agent, Chamber of Commerce, Harbour Board, Banks, Hospital for Seamen, and good Sailor's Home.

Railways to all parts of India. European Mail weekly, and telegraph to all parts of the world. Landing and shipping charges on the jetties or at the docks are as follows : — Landing Charges. Charges by measurement. Minimum charge, if under 3 cubic feet, per package 2 Annas. Maximum charge over 60 cubic feet, per package Rs. 4. There are special charges for other cargo. Iron per ton Rs. 1 0 0 Gunnies per bale „ 0 4 0 Jute „ *, 0 2 0 Seeds per bag „ 0 1 0 Rice „ , 0 1 0 On other cargo the charge is about one Rupee per ton of 20 cwt. or 40 cubic feet. ChargeB by weight. Minimum not exceeding 2 tons . . per cwt. 0 16 Maximum on all goods exceeding 10 tons per cwt. 0 8 0 The rate for unloading into boats alongside is one-third of the landing charges. Every ship unloading at the jetties will be charged 35 Rupees per day.

Charges for 30 ton floating crane. Minimum not exceeding 2 tons For each lift exceeding 10 tons per cwt. 0 1 6 0 8 0 Shipping Charges. By measurement. Minimum, if under 3 cubic feet, per package 0 10 Maximum, over 50 cubic feet, per package .280 By weight. Minimum under 2 tons .... per cwt. 0 1 6 Maximum on all weights over 8 tons „ 0 7 0 All other cargo on the basis of 1 Rupee per ton of 40 cubic feet or 20 cwts. The river Hoogley from the Eastern Channel Light-vessel to Calcutta must be considered as strictly pilotage waters, and no description of its channel can be of any use for any length of time as they are continually changing. Vast quantities of silt, forming banks and quicksands are continu ally being deposited, and the channels have to be watched and sounded constantly and some of them daily.

The state of the channels is signalled to the pilots daily from the Bank in the most important places. Plans of the most dangerous parts and new channels or siltings are printed and circulated amongst the pilots. It is the most dangerous river in the world. The chief difficulty to navigation is 30 miles below Calcutta at the junction of the Hoogley and Roopnarain Rivers where many fine vessels have been lost. No river is more carefully conserved. The work is under the charge of Captain Petley, r. n., and his subordinates are continually on the river surveying. It is high water, full and change, at Eastern Channel Light-vessel at 8 hours, 43 minutes. The least depth in the fair way of Gaspur Channel is 16 to 17 feet at low water, on a bar formed between Middleton Sand and Lower Long Sand. Great changes have taken place in the sands at the entrance of the Hoogley and the charts of the locality cannot be depended upon.

The buoyage of the Hoogley is in accordance with the uniform system of buoyage adopted in India. That is, entering from seaward. Starboard-hand buoys are red surmounted by a black staff and triangle. Port-hand buoys are black surmounted by a black staff and cylinders. Fairway buoys are black and white in horizontal stripes. Calcutta and its Approaches. Weather Signals. 1. When a severe cyclonic storm (probably accompanied by a storm-wave) is believed to be advancing to the Bengal Coast and across Bengal, one or other of the following signals will be hoisted at the flagstaff near the light-house at Saugor Island, at Mud Point, and at the flagstaff near the Telegraph Office, Diamond Harbour, on receipt of instructions telegraphed by the Meteorological Reporter to the Government of Bengal. A ball indicates the existence of a cyclonic storm of great intensity and magnitude in the Bay of Bengal, which will either certainly cross the coast to the south of a line between Chittagong and False Point, or which may approach the Bengal Coast, but is as yet too far distant to enable its line of advance to be determined.

A cone indicates the early probable passage northward aud to the eastward of Saugor Island and west of Chittagong, of the vortex of a cyclonic storm of great intensity and magnitude. It is advisable that no sailing vessels, with or without steam, should put to sea, or that deep laden or slow-steaming steam vessels should go to sea. The wind at the mouth of the Hoogley will probably haul from north-east through north to north-west, etc. An inverted cone indicates the early probable passage northward and to the westward of Saugor Island and north of False Point, of the vortex of a cyclonic storm of great in tensity and magnitude. No vessels should go to sea, and masters and pilots of vessels outward-bound, guided by the weather tokens and height of the barometer, should use their discretion in proceeding below Diamond Harbour or Mud Point.

The wind at the mouth of Hoogley will probably veer from north-east through east to south-east, etc. A drum indicates the approach of a cyclonic storm of great intensity and magnitude to the mouth of the Hoogley. Masters and pilots in charge of vessels are cautioned not to put to sea from Saugor Island, or to proceed down from Diamond Harbour, and they should make their vessels as snug and secure as possible. 2. When a small cyclonic storm (usually not accompanied by a storm-wave) is believed to have formed in the Bay, advancing towards the coast, one or other of the following signals will be hoisted for the information of pilots and mariners, at the staff near the light-house at Saugor Island, at the flagstaff at Mud Point, and at the flagstaff near the Telegraph Office, Diamond Harbour, on receipt of instructions telegraphed from the Meteorological Office, Calcutta, by the Meteorological Reporter to the Government of Bengal.

Two cones, the upper one inverted, indicate the existence of a cyclonic storm of small extent in the Bay of Bengal, which will probably reach and cross the Bay south of a line joining Chittagong and False Point. Two cones, the lower one inverted, indicate the existence of a cyclonic storm of small extent, which will probably or certainly reach and cross the coast or the Bay north of a line joining Chittagong and False Point, but the probable path of the vortex of which cannot be determined from the land observations. A ball below a cone indicates the probable passage north wards and to the eastward of Saugor Island and west of Chittagong of a cyclonic storm of small extent and intensity, of the kind which usually forms in the rainy season. Vessels may proceed to sea, if the height of the barometer, state of the sea and weather are such as to lead masters and pilots to infer that there is no danger.

The wind at the mouth of the Hoogley will probably haul from north-east through north to north-west, etc. A ball below an inverted cone indicates the probable passage northwards and to the westward of Saugor Island and north of False Point, of a cyclonic storm of small extent and intensity, of the kind which usually forms in the rainy season. As the wind at the mouth of the Hoogley will probably veer from north-east through east to south-east, etc., and as consequently there will be a heavy swell and strong westerly set in the channel at the Sand Heads, it is advisable that only fast steam vessels in light trim should put to sea, if the weather appearances and state of the sea, etc., admit of it. A ball below a drum indicates the approach towards Saugor Road of a cyclonic vortex of small extent, of the kind which usually forms in the rainy season.

It is advisable that no vessel other than fast steam vessels in light trim should put to sea, until the wind, direction and force, state of weather and sea, and rise of the barometer indicate that the storm has either broken up or passed inland. Cyclonic storms of small extent sometimes blow fiercely and raise a high sea near their centres. 3. The following storm warning signals will be hoisted during the prevalence of cyclonic storms in the Bay of Bengal at the signalling stations on the Hoogley previously mentioned, viz., Saugor Island, Mud Point, and Diamond Harbour, between sunset and sunrise : — Three lights exhibited on the flagstaff at equal distances indicate the existence of a cyclonic storm in the north of the Bay. Two lights, placed vertically, indicate the early approach of a cyclonic storm to the Bengal Coast. 4.

Signals for the port of Calcutta. — Storm signals will be only used within the limits of the port of Calcutta to give notice to the shipping and general public of the early approach of a severe cyclone with its attendant storm-wave. The following are the storm signals which will be used within the limits of the port. They will be hoisted on the flagstaff upon the Port Commissioner's Office, on the yard-arm of the flagstaff near the Government Dockyard, Kidderpore, and on the flagstaff at Seebpore, on the receipt of instructions from the Meteorological Office: — A ball indicates that a severe cyclone, of which the centre is in the neighbourhood of Saugor Island, is advancing towards the mouth of the Hoogley, and will probably advance towards Calcutta. A drum indicates that a severe cyclone with its attendant storm-wave is approaching Calcutta.

Three lights, placed vertically, indicate that a severe cyclone, of which the centre is in the neighbourhood of Saugor Island, is advancing towards the mouth of the Hoogley, and will probably advance towards Calcutta. Two lights, placed vertically, indicate the early approach of a severe cyclonic storm with its attendant storm-wave to the port of Calcutta. Hoogley River Approaches. Floating Light-Vessels. All bearings are magnetic. Long Sand. Lat. 21° 36' 20" JV., Long. 87° 59' 30" E. Is stationed in Saugor Roads with Saugor Light-house bearing JV. E. distance 3J miles, and the Long Sand spit buoy S. 75° W. distance T\ of a mile in 22 feet of water. Day. — Carries a small black ball over a larger one, the hull painted red, and "Long Sand" painted in white letters on her side. Night. — Displays a fixed white light 21 feet above the water, visible in clear weather 9 miles, and a riding light 6 feet above the rail.

Upper Gaspar. Lat 21° 31 ' 0" JV, Long. 88° 2' 2" E. Is stationed in the Gaspar Channel in 20 feet of water, with Saugor Light-house bearing JV. \ W., distance 7| miles and centre Eastern Gaspar buoy east 2j miles. Day. — Carries a black drum at main mast-head, the hull painted red, and name of station painted in white letters on the side. Night.— Displays a fixed white light 48 feet above the water, visible in clear weather 12 miles, also carries a riding light on the forestay 6 feet above the rail. During fogs fires a gun every first and third quarter of the hour. 2* Lower Gaspar. Lat. 21° 25' 53" JV., Long. 88° 7' 0' E. Is stationed in the Gaspar Channel in 28 feet of water with station buoy S. 70° W., distance 0-7 mile, Upper Saugor sand buoy 8. 66° E., distance 2 miles. Day.— -Carries a black cone at main mast-head, the hull painted red, and name of station painted in white letters on the side.