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THE LIFE-BOAT,OR

JOURNAL OF THE NATIONAL LIFE-BOAT INSTITUTION,

(ISSUED QUABTEBLY.)

VOL. IX.—No. 98.] NOVEMBER IST, 1875. PRICE 4tZ.CH WRECK Q

THE MERCHANT SHIPPING ACT, 1875.

(TJNSEAWOBTHY SHIPS, 38 & 39 VICTORIA, CAP. 88.)

THE Act -which waa passed at the endof last Session for the better security ofships and sailors, although only to con-iinae in force for one year, is of consider-able importance, as showing the tendencyof legislation. The battle will hare to. befought over again, and important altera-tions and additions may be made beforethe principle of modern maritime legisla-tion is finally embodied in a legal shape•which shall be satisfactory to the nationat large. Vested interests will make ahard fight yet for their view of the mat-ter, and with the increased light beingcontinually brought to bear on every dark

employers; and Parliament will have tocope with that, as it has had to contendwith the difficulties of to-day. There willbe this difference, however, that in thelegislation of to-day the sailor himselftakes no part; it may be anticipated thathereafter he will want to take an im-portant part. Degraded by long periodsof neglect, and by being systematicallythought of, dealt with, and spoken of asa mere drinking and working animal, to betossed on board in a helpless state, whenthe ship was ready for sea, for the purposeof hauling on certain ropes when he gotsober, and to be tossed on shore again at the

corner and too long hidden mystery of j end of the voyage to get drunk and remainmaritime trade, we may expect increaseddemands for legislation and Governmentinterference. Nor is it likely that thesailor himself, with increased knowledgeof his own importance, rights, and hard-ships—now for the first time set beforehim in some quarters in strong colours, toooften heightened by party motives and ill-considered zeal—will remain as silent ashe has done in past years. To-day'thefriends of the sailor are fighting for Ms

so till wanted once more, the sailor nowviews with a wondering sort of listless-ness the efforts made to raise his moraland social condition. But this cannotalways be so. Jack is what he is—a re-proach to us among the maritime nationsof the earth, and dying out, besides, fromdisease and drink, and daily makingmore room for the sailors of other nationsto take his place under the British flag,to the great loss of the same in prestige

right to be afforded every chance of per-forming his voyage in safety by beingprovided with a sound ship: to-morrowthe sailor himself will be demandingterms more favourable to himself thanhave hitherto been dreamed of by his

now and actual might in tima of war.But if England is true to her traditionsas the great maritime nation of theworld, (the sailors in British ships mustbecome once more not only exclusivelyof British blood, but they must be brought

THE LIFE-BOAT JOURNAL.—YOL. IX.—No. 98. 2 B

400 THE LIFE-BOAT. [NOVEMBER 1,1875.

up as sailors, and they must take thatplace in the moral world which is occu-pied by the great mass of their brethren :that is to say, instead of being markedthroughout the world as the most utterlydebauched men in it, they must at leastlie no worse than their neighbours. Andso urgent is the need, that we may safelyassume that by the infusion of freshblood from the training-ships hereafterto be established in every British port,by the abolition of the advance note andcrimping system yet to be made law, andstricter surveillance as to the sobrietyand healthiness of the crews before ship-ment and sailing, great strides will bemade in the next few years. But thesailor, once emancipated ever so little fromMs state of alternate serfdom and intoxica-tion, will speedily make his voice heard,it may be feared not always wisely or tothe advantage of the commonwealth. Itis impossible but that a quarter of a mil-lion of British-born men, united by a thou-sand ties of common profession, commondangers, and common, hardships, will havesomething to say to the laws by whichthey are to be governed—if only, and when,they can be got to remain sober—though,it be only for ever so short a space of Jtime. j

It is in the interest of the public jwhen the time comes, and the merchant;seaman, sufficiently awakened from hislong sleep of intoxication and' sufficiently •reinvigorated by new young blood, is be- jginning to feel himself really a power in jthe State, that there should be no grievanceof which he can, in so far as Parliamentor owners are responsible, complain; and '•therefore we rejoice at all legislationwhich tends to make the transit of com- |merce safer by sea, in so far as legislation 'can promote that result, and we also re- •joice at all legislation which gives promise .1of decreasing loss of life or abolishing asailor's grievance. It cannot be doubted ithat ways will, or can, be ultimately de- ivised for giving every security ,against'dishonest traders and owners, and every \security to the sailor against his being i

needlessly exposed to risk, without un-fairly tramelling Owners; but to do sorequires the careful remodelling of a gi-gantic system which, owing to long yearsof neglect, has become misshapen andout of course. These things cannot bemended by the passing of a few laws atthe end of a session; and the truth atthe bottom of the whole question is thatno laws will materially affect the loss ofproperty and life at sea until the saitoris raised out of his slough of utter de-gradation, and made a sober, honest man.

The new Bill, which is to remain inforce until the 1st October, 1876, isentitled "The Merchant Shipping Act,1875," and is to be " construed as onewith the Merchant Shipping Act, 1854."Section 1 provides for the appointmentof proper officers with the power to de-tain unseaworthy ships, and states thatany such officer may order a ship to bodetained for the purpose of survey if," upon inspection or otherwise," he hasreason to believe that she is defective inthe " condition of her hull, equipments, ormachinery; or by reason of overloadingor improper loading" is "unfit to pro-ceed to sea without serious danger tohuman life." And it further enacts thatany person wilfully impeding the officerin his examination of the ship, or anyother part of his duty, is subject to thepenalties specified by the Merchant Ship-ping Act of 1854. Section 2 enacts thatwhenever a complaint is made to theBOAKD of TRADE or the detaining officerabove-mentioned, by one-fourth of the crew,that the ship is unable to proceed to sea" without serious danger to human life," itshall be the duty of the Board, or theofficer, if the complaint is made withinsufficient time for that purpose beforesailing, "without requiring any securityfor the payment of costs and expenses, totake proper steps for ascertaining whetherthe ship ought to be detained for thepurpose of being surveyed."

Section 3 enacts that "no cargo ofwhich more than one-third consists ofany kind of grain, corn, rice, paddy, pulse,

NOVEMBER 1, 1875.] THE LIFE-BOAT. 401

seeds, nuts, or nut kernels" shall becarried unless such, grain is contained inbags, sacks, or barrels, or secured fromshifting, by boards, bulkheads, or other-wise. The penalty to which the masterof the ship shall become liable who know-ingly shall fail to comply with this lawshall not exceed 200Z.

Section 4 enacts that " section 11 ofthe Merchant Shipping Act, 1871, shallbe repealed, and in lieu thereof it shall beenacted:—

" 1. That every person who sends a shipto sea in such unseaworthy state that thelife of any person would be likely to bethereby endangered, and the managingowner of any British ship so sent to seafrom any port in the United Kingdom,shall be guilty of a misdemeanour, unlessho proves that he used all reasonablemeans to ensure her being sent to sea ina seaworthy state, or proves that her goingto sea in such unseaworthy state was,under the circumstances, reasonable andjustifiable; and for the purpose of givingsuch proof such, person may give evidencein the same manner as any other witness."

The second sub-section goes on to enactthat every person who "attempts or isparty " to an attempt to send a ship to seain the aforementioned condition s.ball alsobe guilty of misdemeanour.

The third sub-section of the same sectionstates that" every master of a British shipwho knowingly takes the same to sea insuch unseaworthy condition" shall also beguilty in a like manner.

The fourth sub-section enacts that everyowner of a British, ship shall register, atthe custom-house of the port the ship isregistered in, the name of the managingowner, or person entrusted with themanagement; and if he fail to do so heshall be liable to a penalty Hot exceeding5001. every time the ship leaves any portin the United Kingdom.

The fifth sub-section includes as liableto the penalty laid down in the first para-graph of this fourth clause, " every personso registered as managing owner."

The sixth sub-section is to the effect j

that "no prosecution under this sectionshall be instituted except by or with theconsent of the Board of Trade."

The seventh sub-section, that "no mis-demeanour under this section shall bopunishable upon summary conviction."

The fifth, sixth and seventh, sectionsdeal with the much vexed questions ofdeck lines and load lines, and the sub-stance of the new regulations may bestated thus:—

Every British ship shall on or beforethe day of registry be " permanently andconspicuously marked with lines of notless than, twelve inches in length and onein breadth; painted longitudinally on.each side amidships"—"the upper edgesof each of the lines being level with theupper side of the deck plank next thewaterway at the place of marking."The lines to be white or yellow on adark ground, or black on a light ground.This is for the purpose of indicating theposition of each deck which is abovewater. This regulation does not apply tofishing vessels, coasters, or yachts. Alsoevery ship is, on being entered on avoyage outwards, to be marked on eachside amidships, either in dark on a lightground, or in light on a dark ground,with a circular disc twelve inches indiameter, with a horizontal line eighteeninches in length drawn through its centre.The centre of the disc intimating themaximum load line, in salt water, towhich the owner intends to load thevessel for that voyage. And, further, theform of entry is to state the distance infeet and inches between the centre of thedisc and the upper edge of each of thebefore-mentioned deck lines,

Until these regulations are compliedwith the customs officers are not to enterthe ship outwards; and the master of theship is to enter a copy of the statement asto the position and distance of the marksin. the agreement with the crew beforethey sign it, and also in the log; and themarks are not to be altered until thevessel returns to her port of dischargein the United Kingdom. Any owner or

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402 THE LIFE-BOAT. [NOVEMBER 1/1875.

master who fails to comply "with the Act,or allows the marks to be subsequentlyremoved or altered, except to escapecapture by an enemy, incurs a penaltynot exceeding, 1001.

The eighth section provides that when aclaim of compensation under the MerchantShipping Act, 1873, is made against theBOAKD OF TBADE, and the claim is indispute, proceedings may be taken byaction against the principal secretary of theBOAKD OF TEADB as nominal defendant.

The ninth section proceeds to deal withthe question of the liability of the ship-owner to the crew, and enacts that in" every contract of service " between theseparties " there shall be implied, notwith- jstanding any agreement to the contrary,"an obligation on the part of the ownerthat he and his agents shall use " allreasonable efforts to ensure the seaworthi-ness of the ship " both at the commence-ment and during the voyage, but thatnothing in the Act shall make the ownerliable for the death and injury of masteror crew if the same has been caused bythe act of a seaman or other belonging tothe ship in any case where he -would nototherwise be so liable.

The foregoing includes the substance ofthe new Bill. The prominent provisionsof it being:—

A. The appointment of surveyors, sta-tioned at various ports, with power todetain vessels for survey on suspicionwithout previous reference to the BOAKDOF TKADE.

B. The power to detain ships forfurther inquiry on the complaint of one-fourth of the crew.

C. The rendering it illegal to carry acargo of grain in bulk when one-third ormore of the entire cargo is grain.

D. Eenderiug it misdemeanour on the jpart of owner, managing owner, and Imaster, for them to send or take a ship tosea knowing her to be unseaworthy.

E. Marking deck lines outside the shipto indicate the height of respective decksabove water and from the intended loadline.

r. The marking of the said load linebefore entry for an outward voyage.

G. Enacting the liability of owner tothe crew for the proper seaworthy con-dition of the ship.

The substance of these measures—sofar as they go—has been advocated con-stantly in the Life-boat Journal for manyyears, and we believe they will really ex-ercise a wider and deeper influence thanmight at first sight be supposed. The mereexistence of such officers as those providedfor in the first section of the Act cannotfail to have a certain deterrent effect uponowners and masters of a certain stamp. Somuch so, indeed, as to materially diminishthe number of instances in which, but foithe passing of this Act, they might withadvantage have acted. Yet there willdoubtless be no diminution in the numbeiof applications on the part of seamen tohave ships detained and surveyed. Seamen,crimped and kidnapped, and placed onboard a ship drunk, or without full pos-session of their senses, who find them-selves detained on the coast by stoimyweather, or by the thousand and one acci-dents incidental to ship life, are not slowto seize on any excuse to detain vesselsin port, or get clear of them altogether,being just then at the bitterest stage oftheir misery; painfully recovering fromtheir debauch; half-clothed, wet, ill mbody and mind, and feeling at war withall mankind: being, moreover, in manyinstances (it must always be remembered)not British sailors at all, but landsmen ofvarious degrees of unfitness, and the off-scouring of ail the maritime nations ofthe world. No doubt increased facilitiesfor preferring complaints will increase thenumber of requests for ships to be de-tained. It remains to be seen -whether,on survey, a greater number will actuallybe pronounced unseaworthy than hasbeen found to be the case heretofore.Of the whole number of 64 vessels al-leged by seamen to be unseaworthy, anddetained in consequence for survey, duringthe years 1870-73—fifty-five were pro-nounced by competent surveyors perfectly


seaworthy ; and although 9 of those pro-nounced seaworthy were afterwards lost,yet 5 were either burned- or stranded—reflecting, in absence of evidence to thecontrary, not on the seaworthiness of theship, but on the navigation and seaman-ship of the officers and crew; while theremaining 4 might or might not haveperished from original unseaworthiness.Seamen, therefore, have not been back-ward in preferring unnecessary complaintshitherto; and, as we have said, the cureis to bring up a better style of man, andsend him to sea sober ; until this is done,the law will be of small avail.

The new law about carrying grain inbulk is one of those just and necessarymeasures of ordinary legislation which, itmay be supposed, might and ought tohave been brought about years ago by agoverning power exercising proper super-vision of the mercantile marine.

The clauses about the deck-marks andthe load-line marks are those which haveexcited public attention most, and beenthe most fiercely debated inside and out-side the House. The Koyal Commissionof 1873 (which may be said to have hadits origin in the representations of LordHOUGHTON, Sir JOHN PAKINOTON, and Mr.

. PLIMSOLL, in 1871) recommended the"ladder-line of feet'" for determining thepoint up to which a ship should be im-mersed ; the " zero point" being the centreof the highest deck up to which the shipwas built watertight. This rule, on inves-tigation, was allowed on all hands to beinadmissible, and was withdrawn fromthe original Bill. Various proposals weremade from different sides of the House,only to be repudiated as soon as proposed.The new Bill makes no rule on the matter.It throws the entire responsibility on the jowner. As far as this Bill is concerned,he may load the vessel as deeply as hepleases—but he is answerable for her sea-worthiness ; and he is compelled to placeconspicuously on the vessel's side, con-siderably prior to her sailing, a mark de-noting the point beyond which it is nothis intention to immerse her. Thus he is

obliged to make public to the worldexactly what is going to be the load-lineof each particular ship on each particularvoyage, and so give ample time to all whomay be so minded to calculate whether,considering that particular voyage, thenature of the cargo, and the time of year,the ship will have a sufficient free-board,or the contrary.

It is difficult to conceive how a shipsubjected to such an ordeal can blunderout to sea at last too deeply laden. Onthe other hand, it is not hard to under-stand blundering busybodies making sun-dry erroneous calculations, and foundingthereon many complaints of unseaworthi-ness, to the great detriment of owners, andinjury of trade in general. Against thesebusybodies it is to be hoped that theBOARD OF TRADE, and the administratorsof the law generally, will do their utmostto defend both owners and commerce.

The clause which renders it misde-meanour for owner or master to send ortake a ship to sea, knowing her to be un-seaworthy, must be looked on as an inevi-table outcome of public opinion on thesubject. It is, in fact, both just andnecessary. While the clause which laysdown the liability of the owner to themariner for the seaworthiness of the shipis a corollary of the other. It is notonly that in such a case they have com-mitted an offence against the law of theircountry, but they have committed a wrongagainst every individual in the ship, forwhich wrong each individual is entitledto compensation.

On. the whole, there is little in this Bill,we should suppose, to which any con-siderable section of the public can takeexception. There are a vast number ofsubjects to which it does not allude, whichmust eventually be discussed &nd laiddown by law; but, in the meantime, thisAct affords ample protection to the crewsof British ships for the next twelve months.

Nevertheless, we cannot but express ourregret that, while this part of the originalrecommendation of the Koyal Commis-sioners has received special attention, that

404 THE LIFE-BOAT. [NOVEMBER 1, 1875.

part which, -would in effect ultimately doaway with the active operation of lawswhich have evoked such bitter contention,has been altogther overlooked. We alludeto the recommendations for the bettertraining and better supply of young sea-men, the abolition of the advance-notesystem, and the introduction of a stricterand better discipline (we might almostwrite introduction of discipline, for in mostBritish merchant ships there is at presentnone)—and the present Marine Insurancesystem.

The question of Marine Insurance hasreceived some attention in debate, and itmay confidently be anticipated that itwill not be forgotten hereafter; though

of that recommendation in the forefrontof their deliberation, miss their mark.

The Eoyal Commission Report states:"There appears, practically, to be verylittle power of punishing the sailor for any-thing but mutinous conduct; in conse-quence he can be guilty, with impunity,of many gross derelictions of duty, someof which tend directly to the loss of pro-perty and of life." We look in vain forany new code, and we hear of no stepsbeing taken to ensure a better discipline.Collisions, fires, neglected leaks, manystrandjngs, and numerous other like causesof destruction to ship and crew, are fortb.6 most part attributable to careless, ordrunken, or sleepy watchers and lookouts,

we regret it was not considered sufficiently | which a stricter discipline alone can enableimportant to find a place in the Act of the masters of ships to provide against,last Session. And, lastly, the Eoyal Commission con-

Better discipline, better men, and better } eluded from the evidence before it, thatmeans for entering them—which are, in the system of Advance Notes was " onefeet, the key-notes of all possible future great obstacle to the amelioration of theimprovement—are dropped out of sightaltogether. These are matters to which

condition of the merchant seamen." Inpoint of fact, every man in the kingdom

the Eoyal Commission gave their earnest . acquainted with the subject knows wellconsideration, which they give consider-1 that it is so. Until this pernicious relicable space to in their report, and which ' of the old system is utterly swept away,are pressing needs. They have a direct n° considerable improvement in the con-influence on the loss of life and property, dition of the seaman can reasonably bebeyond all possible reforms in the matter I expected.of ships and cargoes.

It is in evidence before that Commission.It has been argued by the enemies of

change, that tha new laws -which, it -wasthat, from the scarcity of competent sea- i proposed, or which have been introduced,men, owners are obliged to ship incom- j would place the British owner at such apetent persons; and that the ignorance ! disadvantage that the commerce .of theand incapacity of these men throw addi- i country would be carried on under foreigntional work on the good seaman, cause j flags. Undoubtedly many of the measuresdissatisfaction in the ship, and enhance ] proposed in the House -would have tendedthe dangers of navigation. It is in evi- : in that direction; but no law yet passeddence that the ships could not be manned can have any such effect, but rather, byat all, but for the employment of Lascars, ; tending to ensure the greater safety ofSwedes, and foreigners of all nations, who [ British ships, increase their value asform a considerable proportion of the j carriers of goods; while already the stepsentire 300,000 men -who man our ships; taken—incomplete as they are—find imi-and the Commission recommend the adop- tators in other nations; and Germany ap-tion of a system of apprenticeship and pears in the vanguard with instructionstraining-ships to supply the places of to her representatives to take cognisancethese 300,000 men hereafter with good i of unseaworthy ships of their nationalityBritish blood and well-taught, sober sea- ! in British ports,men. Law-makers that do not take hold i -. -~

NOVEMBEK 1, 1875.] THE LIFE-BOAT. 405

THE LIFE-BOAT STATIONS OF THE UNITED KINGDOM.

VOL—KWGSGATE.

Tho Tlmnm Chapman, 28 feet long, 6 feet beam,6 oars.

THE next Life-boat Station westward from Mar-gate, of which we gave some account in the Life-boat Journal for the last quarter, is Kingsgate.

Kingsgate is a collection of a few houses in adip of the chalk cliffs, which are the characteristicof this part of the coast, and is about 2J milesfrom Margate. Unlike the Margate Life-boat onone side of it, and the Broadstairs Life-boat a fewmiles farther to the southward and westward—-which are of considerable size, and which have toperform ike greater part of their services to wreckson outlying banks—the Kingsgate Life-boat isthe smallest belonging to the Institution, and isintended solely lor service close in shore.

Abreast of Kingsgate there projects out fromthe general trend of the shore a rocky point, which,being covered at half-tide, gives the appearanceto coasters (who with northerly winds hug theshore thereabouts) of having the same depth ofwater over it as is found off the adjacent line ofcoast. The result is that wrecks occasionallyoccur on the Point, and as the tide operatesagainst the Life-boats at other stations making arapid passage to Kingsgate, while the shallow androcky nature of the bottom is not suited for theoperations of a large boat, life might be lost beforeassistance could be obtained from other Life-boatStations.

Hence the necessity for a small Life-boat oflight draught of water, which could launch outuzider the lee of the wreck, and land the crew.As at high water the sea comes well up to the footof the cliffs, no standing room could be foundthere for the boat-house, which is therefore builton the top of the cliffs. Prom thence the boatis conveyed down on a two-wheeled carriagethrough a long tunnel, bored through the chalkhill, which is used by the fishermen and farmersfor gaining access to the shore, and which hasbeen widened to give room for the Life-boat.Having passed through the tunnel, at high waterthe boat can be launched off a hard beach withoutmuch difficulty; at low water she would haveto be carried on her carriage some distance overthe rocks, across which a tolerable passage hasbeen made, but she would have considerabledanger to apprehend from the surrounding rocks,until she got fairly off into deep water, especiallyat night. It is not anticipated, however, judgingfrom past experience, that vessels would be inthe position to run on the Point in heavy weather,with the wind on shore, but that they woulddo so with the wind off shore, and when huggingthe land so aa to escape the full strength of thegale, in which case the sea would not be danger-ously heavy where the boat launched, and it wouldonly begin to be felt as the Life-boat drew outfrom the shelter of the land to where the wrecklay. Eight times this Life-boat has been launchedto aid distressed vessels, and has rescued 7 lives.She is manned entirely by Coastguard-men,who have a station here, which, together witha small hotel, a few gentlemen's houses, anda very few cottages, makes up the pretty littlevillage. A pleasant walk along the top of thecliffs leads from Margate to it; by which roadthe Coastguard patrols would not be long in" passing the word " into Margate for that Life-boat, should a wreck strike too far off or in tooheavy a sea for the little boat to attempt.

The Life-boat Station was formed here by theInstitution in 1862, since which time it has beenunder the careful superintendence of CaptainISACKE, of North Foreland Lodge, who is theHonorary Secretary to this branch.

IX.—CARMARTHEN BAY.

City of Manchester, 30 feet long, 6 feet 11 inchesbeam, 10 oars.

THE next station westward from Pembrey, ofwhich we gave an account in the last number ofthis Journal, i9 at Ferryside, near the entranceof the river on which the town of Carmarthen isbuilt.

The same features which characterise the posi-tion of the Pembrey Life-boat Station exist atthis station—the flat waste of sands extending infact from Pembrey into the Carmarthen River,and across the greater part of Carmarthen Bay.But the land rises to a considerable height oneither side of the entrance of the river, and thescenery from thence up to the town is unusuallyinteresting. The ruins of a fine old castle markthe western side of the entrance to the river, andfrom thence westward steep green hills and treesmark the line of coast which has been for so manymiles a mere sand waste.

The entrance of the river is much obstructedby sandbanks, and, from the soft nature of thesands, ships grounding on them are quickly suckeddown. Yessels striving to make the river beforea storm, in a disadvantageous state of the tide,are the principal sufferers. Again, ships some-times take the ground to the eastward of theentrance a long way out from the shore, in such aposition that it is almost impossible for the Life-boat to approach her, on account of the shallow-ness of the water. Unfortunate delays have alsoarisen from the inability of the Life-boat to pullout of the river against a flood tide, and when thewater was so low that the steamer could not bemade use of.

But good service could be rendered under avariety of other circumstances to ships whichhave grounded near the entrance of the river,across which, however, a very heavy sea breaks inbad weather, and the miles of flat strand becomelittle better than one great quicksand. As manyas 44 lives have been saved by this Life-boat onthe twelve different occasions of her launching tothe assistance of wrecked vessels.

The boat-house, as we have said, is built atFerryside, a mile inside the bar, and on the banksof the river.

The boat is kept on a carriage, and has to berun over a few hundred yards of sand beforelaunching into the river, and pulling down it toget outside.

A Station was first formed here by the Institu-tion in 1860. The present boat was presented tothe Institution by its Manchester Branch. JOHN

SLE?, Esq., of Brondeg, is the Honorary Secre-tary. ^ _^ ^ .̂ ™,̂

X.—DUNBAR.

The Wallace, 33 feet long, 8 feet beam, 10 oars.

00MBAR CASTLB was built on a ridge of rocks run-ning seaward in a north-east direction. Guardedby the sea on three of its faces, on its landwardside it was rendered by the successive efforts of


engineers, continued century after century, ofgreat strength, and it successfully resisted animmense number of sieges. To the south of thecastle was in earlier days a small islet, reefs androcks which formed a harbour of sufficient sizeand depth to afford shelter to shipping of ancienttimes, and near enough to the castle to be com-pletely commanded from its walls. Now the har-bour, though improved in the present century atan enormous cost, can only be considered as afishing harbour, and a place of refuge for smallcoasters. The ruins of the castle serve to gracethe rocky and wild scenery; and Dunbar, nolonger the most important war-port in the North,is proud of its share in the important East-coastfisheries, and the inhabitants of a town whichseems to have been as often burned as any in thekingdom (tnost of the assailants of the castlehaving amused themselves in that way) are pur-suing their peaceful career of industry, if withoutmuch of that glory which for so many centuriesattached to their name, at least with a greatershare of material prosperity, and without tear ofpirates from the sea, or plundering and burningarmies by land. Modern Dunbar has a smallover-sea traffic, and several coasters hail fromthe port. In the fishing season several hundredfishing vessels make use of the port.

A Life-boat was first placed at Dunbar in Octo-ber 1808. She was purchased by public subscrip-tion, and cost 372Z. The morning after the boatwas placed on her station the Cygnet, sloop-of-war, was in great danger off Lumsden Point, andthe boat was taken by horses 12 miles to her as-sistance. A shift of wind, however, saved theCygnet. But on the 18th December of the same

• year His Majesty's frigates Nymph and Pallaswere wrecked east of Dunbar. The Nymph ranso close to the cliffs that the crew clamberedashore by the masts, as they fell over the side.The Pallas struck farther out, and when day-break disclosed the crew still clinging to thewreck, the Dunbar Life-boat pushed out, and suc-ceeded in saving over 40 men in two trips; but,from being overcrowded, on the third trip shecapsized, and remained bottom up. Ten seamenof the Pallas, and one man belonging to the portperished. The Pallas was one of the prizes cap-tured by Lord Cochrane in Basque Roads.

On the 9th November, 1816, some of the crewof the John and Agnes, sloop of Newcastle, weresaved by the Life-boat, and after that she fell intodisrepair; and when in 1821 the Lady AnneMurray was lost, she was no,longer fit for launch-ing, and no assistance could be rendered. Wemention this because it is one of the many in-stances in the early history of the Life-boat inwhich Life-boats, after having been found useful,were when the novelty was over suffered to fallinto neglect, showing the need of » system ofgeneral supervision, which in later times hasbeen found so beneficial. Air. WELLS tells acurious story of a Life-boat being sent fromL-eith to the assistance of the frigate Signet,then dismasted on the lee shore off Doun-LawPoint, manned by the pressgang (this was inOctober 1818); and he quotes a spectator, whosays, " It was curious to behold the fishermenfrom all quarters ready to assist the crew, while atthe same time they were in a tremor regardingthe pressgang, who lay like tigers in ambuscadeto snatch their prey." On this occasion the Dun-barites appear to have got the Life-boat in repairagain, as she is mentioned as starting out alongthe road; but, unhappily, she was staved inlaunching over the rocks. Another curious Btoryis the wreck of the sloop JBlackets, at Berwick, inthe great storm of December 6th, 1847. A largenumber of vessels were wrecked near Dunbar on

that occasion, and the Bluc'teti, having a crew of2 men and a boy, was among the number. Whenthe storm came on, the master told the boy to goto bed, as he could do no good; and to bed hewent, and sound asleep. The vessel struck on areef, washed over it bottom up, and in that posi-tion drifted ashore. In the morning, searchers withspades having dug under the vessel, which nowlay on the sand high and dry, discovered the ladsafe and sound, waiting quietly to be dug out.

The NATIONAL LIFE-BOAT INSTITUTION decidedupon placing a Life-boat at Dunbar in 1865, anda Station was formed accordingly in that year.The boat was presented to the Institution by thelate LADY CUSINGHAM FAIB.LIE. The boat-house isbuilt on the harbour quay, and adjacent to it is aslipway, by which the boat can descend on Us car-riage to the old harbour, which has its entrance tothe eastward. This harbour is nearly dry at lowwater, and the boat and carriage can then bedrawn under a bridge across the dry bottom of theharbour, and be launched into the modern har-bour, whicii opens to the north, and from whichthe Life-boat can proceed to sea at all times oftide. The rocks around either entrance are jaggedand dangerous, and a boat which, on getting out-side, found herself unable to stem the ga/e, wouidstand a poor chance, unless she could effect a re-treat into the narrow entrance which she hadjust quitted. Supposing her, however, to havea fair command or her own movements either bysail or oars, she sometimes has opportunities ofdoing good by assisting vessels which strike onthat rocky coast at distances too great for therocket apparatus to reach.

The Honorary Secretary of the Dunbar Branchis C. NOTMAW, Esq. This Life-boat has been in-strumental in saving 5 lives.

XI.—POBTRUSH.

Laura, Countess of Antrim, 30 feet long, 7 feetbeam, 10 oars.

PoBTHusn is a small town and harbour at thenorth-east extremity of the Bay, of which Inish-owen Head is the north-west extremity, and intowhich the waters of Lough Foyle flow. Near thecape at the north-west extremity is the Life-boatStation of Green castle, of which we gave a de-scription in the Life-boat Journal for February ofthe present year. The next Life-boat Station toit is Portrush.

The town is built on a small promontory in-clining to the northward. To the west side of itis the small harbour, partly natural, but renderedsafe by a breakwater, and thus made available fora refuge harbour for coasters, and a point of de-parture for steamers for Scotch and other ports.

To the eastward of the town is a wide sandybay with a fair anchorage, which is to a slightextent sheltered from the north by islands to sea-ward of it. To a slight extent only, however, andvessels anchoring there with the wind in otherdirections, which they may do in safety, andcaught in that position with a northerly gale, oftenfind themselves in great peril either of founderingat their anchors, or dragging or parting their'cables.

On such occasions the Portrush Life-boat hasseveral times rendered most important services.She has, however, to be conveyed by land a con-siderable distance on her carriage, attd the sandbeing in many places both soft and deep, bothhorses and men are severely taxed. The boat isthen launched off the sandy beach as nearly as maybe under the lee of the wreck.


The Life-boat has also her work on the westernor harbour side. Vessels which, making for theharbour in stormy weather or by night, fall toleeward of it and among the rocks, or vesselswhich fail to weather the point of the promontorycalled Kamore Head, and other like instances,may at any time necessitate the Portrush boat-men doing their utmost to save life with thisboat.

The boat-house is built on the harbour side ofthe town, within a hundred yards of a quay, fromwhich the boat on its carriage descends by roadand slipway to the water inside the breakwater.Except at low water, the carriage can be run farenough into the harbour to enable the boat to belaunched from it without any difficulty. Oncefairly afloat in the harbour, it lies with the oars-men to get her out clear of the sheltering break-water to the assistance of the stranded vessel.This part of the coast being quite open to thenorth, the north-westerly gales are felt severely,and a tremendous sea is raised. There can be nodoubt that in some of these storms no boat thathas yet been built can be propelled seaward byoars, and in such cases there would be no disgrace

to the crew if, after making the attempt, theyshould be beaten back under the shelter of thebreakwater again. But in a great number of or-dinary storms the boat is able to make her wayfairly out to sea, and render good service whenneeded.

The nearest large town from Portrush is Cole-raine, and some few miles to the eastward is thefamous Giant's Causeway. The coast scenery gene-rally is wild and grand, while in the before-men-tioned bay, to the east of Portrush, are somebeautiful little bits of quieter scenery—sand,rock, and island.

Portrush is growing in importance as a port ofcall for steamers, and appears to be generallyflourishing.

The present Life-boat was presented to theInstitution by the late Lady COTTON SHEPPARDin the year 1860, since which time she has beeninstrumental in saving 36 lives, and has beennine times launched to the assistance of distressedvessels. This Life-boat is now about to be re-placed. The Rev. J. SIMPSON is the HonorarySecretary of the Portrush Branch of the Institu-tion.

ADDITIONAL STATIONS AND NEW LIFE-BOATS.. —

STAITHKS, YORKSHIRE.—The NATIONALLIFE-BOAT INSTITUTION has recentlyformed a Life-boat establishment atStaithes, near Whitby, where it was con-sidered that a Life-boat would be mostuseful, especially in helping the fishingboats, which often had to incur great riskin making the land on stormy weather sud-denly springing up—many lives, iu fact,having been lost in that way. An efficientcrew could always be procured for manningthe Life-boat, and local co-operation wasat once offered to the undertaking, theonly available site for a Life-boat house inthe room of some old stores being readilygranted by the trustees of the late HENRYJOHN BAKER-BAKER, Esq., of Elemore Hall,

Co. Durham. A very substantial andcommodious house, with launching slip-way attached, has been constructed forthe reception of the new Life-boat andcarriage, the boat being a 32-feet 10-oaredone. The whole expense of the samehas been met by a legacy left to the In-stitution by the late Mrs. HANNAH YATES,of Sheffield, and the Life-boat, in accord-ance with her desire, has been named theHannah Somerset. The inauguration ofthe new Life-boat Station took place on the1st June last, when there was a largegathering of people at Staithes: The boatwas drawn out of the house, and, after thecustomary ceremonies, was successfullylaunched and tried by its able crew. Capt.

2 B 3

408 THE LIFE-BOAT. [NOVEMBER 1, 1875

D. ROBERTSON, R.N., Assistant-Inspector ofLife-boats, represented the Parent Insti-tution on the occasion.

SEASCALE, CUMBERLAND.—A Life-boatestablishment has also been formed atSeascale, near Whitehaven, and placedunder the management of the Local Com-mittee at the last-named place. It hadlong been thought that a Life-boat wouldbe of service here, as it would command aflat sandy beach of several miles' extent, onwhich scarcely a year passes without oneor more vessels being lost. A good sitefor a boat-house was obtained, and, on thecompletion of the house, the Life-boat andcarriage were forwarded there last June,the boat being one of the 32-feet 10-oaredclass. The expense of the Life-boat es-tablishment has been defrayed by theMisses TOMLINSON, of the Biggins, KirkliyLonsdale, in memory of their late brother,

WILLIAM TOMLINSON, Esq., and the boatis named after that gentleman. It waspublicly launched at its station under thesuperintendence of the Assistant-Inspectorof Life-boats, in a very successful manneron the 5th June, after Miss ELIZABETHTOMLINSON, one of the sisters, had namedthe boat in the customary manner. Therewas a considerable gathering of spectatorsfor so small a place.

APPLEDORE, DEVON.—The small Life-boat at this place being found unsuitablefor the locality, has been exchanged foranother boat 30 feet long, 6i feet wide, androwing. 6 oars. Like the boat it replaced,it is provided with a transporting carriage,and is named the Mary Ann, after thelate Mrs. M. A. WALKER, of South Ken-sington, whose legacy to the Institutionhad been appropriated in 1870 to thisLife-boat Station.

THE WEECK EEGISTEE AND CHAET FOE 1873-4.

IN presenting to Parliament the WreckRegister and Chart for the year 1873—4,the BOARD OF TRADE observe that it hasbeen found advisable to make up itstables from the 1st July to the 30thJune, instead of from the 1st Januaryto the 31st December, as was formerlythe case. This change will probably infuture enable the Department to presentto Parliament in each year the Registerat an earlier period, and to bring togetherin one publication all wrecks, collisions,and casualties that happen during onewinter.

It should here be mentioned that thewrecks and casualties treated of in thevarious tables do not mean total lossesonly, but include accidents and damageof all kinds to ships at sea, of which onlya very small proportion are attended withloss of life. Thus of the 1,803 wrecks,casualties, and collisions on the coasts ofthe United Kingdom in the year 1873-4,408 involved total loss, and only 130were attended with loss of life.

The Wreck Register is ranged into twodivisions—at Home and Abroad. Weshall limit our remarks to the Home

Register, which embraces the cases whichhappen in waters within 10 miles fromthe shores of the United Kingdom; inwaters within, any bays or estuaries ; inwaters around any outlying sandbankswhich are dry at low water; in the seasbetween Great Britain and Ireland; andbetween the Orkney and Shetland andWestern Islands and the mainland ofScotland.

For the better understanding of thelimits adopted in this classification, theofficers around the coasts of the BritishIsles whose duty it is to report wrecks,are furnished with copies of the WreckChart of the United Kingdom, upon whichthe limits are indicated by a black linedrawn from headland to headland.

The Home Register is divided intothree parts, viz.:—

(I.) Wrecks, casualties, and collisionsof British and Foreign vessels which oc-curred on and near the coasts of theUnited Kingdom. (II.) Particulars oflives lost on and near these shores. (III.)Particulars of lives saved and of meansadopted for saving them.

PART I. Wrecks, Casualties, and Col-

NOVEMBER 1, 1875-1 THE LIFE-BOAT. 409

lisions.—It appears then, that the numberof wrecks, casualties, and collisions fromall causes on and near the coasts of theUnited Kingdom and in the surroundingseas, reported during the year 1873-4,was 1,803, being 401 less than the numberreported during the year 1872-3.

The following list shows the annualaverage number of wrecks on our shoresreported from June 1854 to June 1874:—1854 (last six months), 458; 1855,1,141;1856, 1,153; 1857, 1,143; 1858, 1,170;1859, 1,416; 1860, 1,379; 1861, 1,494;1862,1,488; 1863, 1,664; 1864, 1,390;1865,1,656; 1866, 1,860; 1867, 2,090;1868,1,747; 1869, 2,114; 1870, 1,502;1871,1,575; 1872,1,958; 1873 (first sixmonths), 967; 1873-4, 1,803; making atotal number of wrecks in twenty yearsof 31,168, representing at the least theactual loss of forty millions sterling, and,what is still more lamentable, the actualloss of 14,457 lives from these very ship-wrecks.

For more than twenty years theNATIONAL LIFE-BOAT INSTITUTION, noblyaided by the Press of the United King-dom, has ceaselessly raised its voiceagainst this terrible waste, in too manyinstances, of human life. At last publicattention has been arrested, and everypracticable means are now happily em-ployed by Government and various otheragencies to check the yearly desolation inthe seas and on our coasts.

It appears that about one out of four-teen of the casualties in 1873—4 resultedin loss of life. Of course the particularnumber of wrecks, casualties, and col-lisions reported for any one year is in-creased or diminished according to theprevalence or absence of gales of wind ofremarkable violence and duration.

The gales which did most damage toshipping on our coasts during the firstsix months of 1873 were as follows:—January 1st to 3rd, from 8. to S.W., felton all our coasts. January 18th, asudden gale from 8. in the N. and E.,westerly in the W. January 25th, fromS., felt on S. and W. coasts. February 1st

to 3rd, from E. to S.E., felt principally onthe W. and S.W. coasts of England. Thiswas the most serious gale of the half-year,and 99 wrecks and casualties are reportedto have occurred during its continuance.A gale from E., experienced on the S. andS.W. coasts, occurred on the 15th ofMarch, but was attended with much lessserious consequences to shipping.

In the year 1873-4 the gales on ourcoast during which the greatest numberof casualties to shipping were reported tohave taken place occurred on the under-mentioned dates, and with the wind fromthe following directions:—August 27thand 28th, from N.W. to W.; felt on W.and S. coasts. October 20th to 23rd,beginning on the W. and N. coasts, andattaining its greatest force in the N. Onthe 21st and 22nd the wind was from W.,and was felt on almost all coasts. No-vember 1st, from S.W. to N.W., felt on W.and N. coasts. November 9th and 10th,from E., felt on W., S., and E. coasts;very strong winds blew in the BristolChannel. November 22nd, from W.,greatest violence felt in the N. and N.E.December 16th, from W., felt on N.,N.W., and N.E. coasts. December 29thand 30th, from S., beginning on S.W.,and extending to the N. coasts. January18th, from W., greatest severity felt overScotland. February 10th and llth, fromS.E., felt on W. and S. coasts. February25th and 26th, from S. to S.S.E., felt onnearly all coasts, and was especially severeover Scotland, More casualties were re-ported to have occurred during this galethan during any other gale of the year.On March 19th, a gale, generally fromW., but from N.W. in the N., was ex-perienced on all coasts. April 1st to3rd, from S.W., felt on all coasts; andApril 12th and 13th, from S. to S.W.,felt on W. coast, subsequently veeringto N., from which quarter it was mostsevere.

On further analysing the Wreck Ke-gister, we find that the number of shipslost or damaged in the 1,803 wrecks,casualties, and collisions reported as

o CLC-com-pariy the Life Boat Journal

SHETLAN

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FOR, THE YEAR.

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LIFE BOAT STATIONSOF THE

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410 THE LITE-BOAT. [NOVEMBER 1, 1875.

having occurred on and near the coastsof the United Kingdom during the year1873-4 was 2,191, representing a tonnageof upwards of 507,000 tons. The numberof ships in 1873-4 is less than thenumber in 1872-3 by 501. The numberof ships reported is, as has been formerlystated, in excess of the number of casual-ties reported, because in cases of collisiontwo or more ships are involved in onecasualty. Of the 2,191 ships, 1,609 areknown to have been ships belonging toGreat Britain and its dependencies, withBritish certificates of registry, 151 (witha tonnage of 29,940 tons) are known tohave been British vessels not registeredunder the Merchant Shipping Act, and363 are known to have been ships be-longing to Foreign countries and States.Of the remaining 68 ships the countryand employment are unknown. Of theBritish ships 1,170 were employed in theBritish coasting trade, and 590 were em-ployed in the (over sea) Foreign andHome trade. Of the ships belonging toForeign countries and States, 9 employedin the British coasting trade met withcasualties.

The site of each one of these casualtiesis clearly defined on the accompanyingWreck Chart of the British Isles, with theaid of which one can somewhat realisethe fearful shipwrecks that took placeduring the winter's storms. The posi-tions of the 250 Life-boat Stations of theInstitution are also denoted on that Chart.

Of the total number of wrecks, &c.(1,803), reported as having occurred onand near our coasts during the year1873-4, 381 were collisions, and 1,422were wrecks and casualties other thancollisions. Of these 1,422 wrecks, strand-ings, and casualties other than collisions,346 were wrecks, &c., resulting in totalloss, and 1,076 were casualties resultingin partial damage more or less serious.The whole number of wrecks and casual-ties other than collisions on and near ourcoasts reported during the year 1872-3was 1,732, or 310 more than the numberof wrecks, standings, and casualties,

other than collisions, reported during theyear 1873-4.

The annual average in the UnitedKingdom for the eighteen and a halfyears ended June 1874, is—for wrecksother than collisions resulting in totallosses, 464; and for casualties resultingin partial damage, 774. As against thisthe numbers for the year 1873-4 are fortotal losses 346, and for partial damage1,076.

Of the 346 total losses from causes otherthan collisions, 128 happened when thewind was, as appeared from the Wreck Ee-ports, at force 9 or upwards (a strong gale),and are classed in the returns as havingbeen caused by stress of weather; 93 appear,from the reports made by the officers onthe coasts, to have been caused by inat-tention, carelessness, or neglect; 30 arosefrom defects in the ship or in her equip-ments (and of these 30, 19 appeared tohave foundered from unseaworthiness);and the remainder appear to have arisenfrom various other causes.

Of the 1,076 casualties—i.e. cases ofpartial damage, from causes otter thancollisions—525 happened when the windwas, as reported, at force 9 or upwards(a strong gale), and are included ashaving been caused by stress of weather;180 arose from carelessness; 91 fromdefects in the ship or her equipments;and the remainder appear to have arisenfrom various other causes.

It is discouraging to observe that thetotal number of ships which foundered,or were otherwise totally lost, on and nearour shores, from defects in the ships ortheir equipments, during the year 1873-4,is 30; and the number of casualtiesarising from the same causes, duringthe same year, and resulting in partialdamage, is 91.

In 1873-4 there were on and nearthe coasts 165 wrecks and casualties tosmacks and other fishing vessels. Ex-cluding these, the number of vesselsemployed in the regular carrying tradethat suffered from wreck or casualtyduring the year is 2,026. The life lost

NoviaiBKB 1, 1875 ] THE LIFE-BOAT. 411

during the year 1873-4 in the variouswrecks is as follows:—In fishing vessels,76; in vessels of the collier class, 195;and in other ships, 235.

Again, it appears that in the nine anda half years ending Jane 1874 disasterson and near the coasts of the British Islesto comparatively new ships bear a veryhigh proportion to the whole numher,1,733 vessels under the age of threeyears having come to grief in that period.During the year 1873-4, 182 wrecks andcasualties happened to nearly new ships,and 354 to ships from 3 to 7 years of age.Then there are wrecks and casualties to481 ships from 7 to 14 years old, andto 615 from 15 to 30 years old. Thenfollow 302 old ships from 30 to 50 yearsold. Having passed the service of halfa century, we come to the very old ships,viz., 41 between 50 and 60 years old,13 from 60 to 70, 6 from 70 to 80,5 from 80 to 90, 2 from 90 to 100, and2 upwards of 100. The ages of 188wrecks are unknown.

Of the 2,191 vessels lost or damagedon or near the coasts during the year1873-4, 270 were steamships, 92 wererigged as ships, 609 schooners, 216 brigs,288 barques, 212 brigantines, and 151smacks; the remainder were small vesselsrigged in various ways. Of the 2,191vessels referred to, 1,022 did not exceed100 tons burden, 660 were from 100 to300 tons, 323 were from 300 to 600 tons,and 186 only were above 600 tons burden.

Of the 270 steamships, 226 arc knownto have been built of iron; and of the1,921 sailing vessels, 42 are known toha<re been built of iron, and 8 to havebeen composite vessels.

The parts of the coasts on which thewrecks and casualties happened during theyear 1873-4 are as follows, the greatestnumber occurring, as usual, on the EastCoast:—East Coast, 716; South Coast,241; West Coast, 545; K and W. Coastof Scotland, 66; Irish Coast, 213; Isleof Man, 7; Lundy Island, 5 ; Stilly Isles,10. It is, however, a remarkable fact,that, whilst the greatest number of wrecks

happened on the East Coast, the largestloss of life occurred in the Irish Sea.

From the Wreck Eeports it appearsthat the winds that have been most de-structive to shipping on- and near ourcoasts during the year have been fromthe west, winds from this quarter beingmuch more frequent than those from theeast.

We are concerned to see from thetables, that in 1873-4, 1,002 wrecks hap-pened when the. wind was at force 6 orunder, that is to say, when the force ofthe wind did not exceed a strong breeze,in which the ship could carry singlereefs and topgallant sails; that 314 hap-pened with the wind at forces 7 and 8, ora moderate to fresh gale, when a ship, ifproperly found, manned, and navigated,can keep the sea with safety; and that423 happened with the wind at force9 and upwards, that is to say, from astrong gale to a hurricane. In otherwords, 1,002 happened when the windwas such that a ship could carry hertopgallant sails; 314. when a ship oughtto be well able to hold her course; and423 with the wind at and above a strong

The total number of casualties reportedin rivers was 397, of which 26 were totallosses; bnt these cases are not accuratelyand promptly reported.

As regards collisions off the coasts dur-ing the year 1873-4, 20 of the 381 colli-sions were between two steamships, bothunder weigh, and 29 of the 223 in harboursand rivers were also between two steam-ships, both under weigh.

PAET II. Loss of Life.—As regards theloss of life, the returns show that thenumber of lives lost from wrecks, casual-ties, and collisions on or near the coasts,during the year 1873-4, is 506. This is222 less than the number lost in the sixmonths ending June 1873. The liveslost during the year 1873-4 were lost in130 ships; 87 of them were laden vessels,40 were vessels in ballast, and in threecases it is not known whether the vesselswere laden or light: 95 of these ships

412 THE LIEE-BOAT. [NOVEMBER I, 1875.

were entirely lost, and 35 sustained par-tial damage. Of the 506 lives lost, 61were lost in vessels that foundered, 76through vessels in collision ; 200 in ves-sels stranded or cast ashore, and 101 inmissing vessels. The remaining num-ber of lives lost (68) were lost fromvarious causes, such as through beingwashed overboard in heavy seas, ex-plosions, &o.

Nine of these lives were lost in wrecksor casualties which, although they hap-pened before July 1873, are included inthese returns, the reports having beenreceived too Me for them to be includedin the returns for the first six monthsof 1873. The 293 lost through the sink-ing of the ship Northfleet will account forthe number lost during the first sixmonths of 1873 so far exceeding thenumber lost during the whole year 1873-4.

PAST III. Saving Life.—As regards th.6means of saving life from shipwrecks onour coasts, it is encouraging to knowthat they are now of the most efficientcharacter.

The BOABD OF TKADE, at an expenseof about 8,5002. a year, taken from theMercantile Marine Fund, contributed an-nually in the shape of dues by ship-owners, maintains at different coastguardstations 289 rocket and mortar apparatus,which were last year instrumental in saving175 lives from various wrecks. Much dar-ing, and skill are often exhibited by theofficers and men of the Coastguard andVolunteer Life Brigades in working suc-cessfully the rocket apparatus.

Shore and ships' boats did also noblytheir part last winter in saving life fromwrecks.

Foremost, however, amongst the meansfor saving life on the coasts of the Uni-ted. Kingdom, must be classed the 250Life-boats comprising the noble fleet ofthe NATIONAL LIFE-BOAT INSTITUTION,which Society contributed last year tothe saving of 713 lives from variousshipwrecks. "Well did the DUKE OFEDINBUBGH, a few months since, expresspublic feeling concerning the Institu-

tion, when His Royal Highness said:—" There is not one of us who does notfeel the deepest admiration for the gallantservices performed by those boats in everystorm, and the brave and devoted menwho work the Life-boats" deserve everyencouragement at our hands. It is truethat the Institution has provided themwith the best class of Life-boat—the re-sult of long years of actual working andexperience on our coasts—and the So-ciety also grants the crews rewards on aliberal scale, if it is possible to put a priceon the services that are often rendered bythese gallant Life-boat men. At no formerperiod in the history of the Institutionhave there been such numerous and peril-ous services as those performed last win-ter. It appears that in the months ofDecember, January, and February, noless than 295 lives were saved by theLife-boats from ships wrecked or in dis-tress on our shores. How these serviceshave been so successful is mainly on ac-count of the dearly-bought experience ofthe brave men who are ever ready to goafloat in the boats, and wko for years pasthave been efficiently trained to accomplishsuccessfully their humane object. As an il-lustration, I may here allude to one caselast winter, where a Life-boat had hardlylanded with her living freight from thevery jaws of death when she was sum-moned again to launch, her crew vyingwith each other once more to face thestorm, whilst others were eager to sharetheir .glorious work. In other cases thebrave fellows, in their anxiety that valu-able time should not be lost, have seizedtheir Life-belts, rushed into their boats—some insufficiently clad—and, after severalhours of exposure to the cold, alternatelydrenched by salt water and by rain, andwithout food or drink, landed in an equalor greater state of exhaustion than therescued men they had brought safely toland. Such, then, is the great work which,the Life-boat Institution carries on on thecoasts of the United Kingdom; and Imay mention that every one of the 250Life-boats belonging to the Institution


has been presented to it, either by thebene/actions of the living, or by the lega-cies of its departed friends. I find that aLife-boat station cannot be provided formuch less than 1,0001. at the outset, in-cluding the" cost of the Life-boat, trans-porting carriage, equipment, and boat-house, and that about 701. a year is after-wards needed to keep up the establish-ment in a state of efficiency. You willthus see that the Institution must havean income of from 30.000Z. to 40,000?.a year if the great and sacred work which

it has undertaken to perform is to be car-ried on in the future in as efficient a man-ner as that which has distinguished itspast career. All the maritime countriesof the world are now gradually followingthe example of this Institution, and plant-ing Life-boats on their coasts; and no-tably I may mention that on the shoresof France, Germany, and Russia, scoresof Life-boats have been stationed duringthe last few years, and nearly all of themon the model of the stations of our greatEnglish Life-boat Society."

SERVICES OF THE LIFE-BOATS OF THE ROYAL NATIONALLIFE-BOAT INSTITUTION.

FRABEKBUBGH, N.B.—About 9.30 P.M.on the 30th July last, the tug-boat Ex-pert arrived in this harbour with the infor-mation that she had passed a schooner atanchor on the lee side of the bay, in dis-tress from leakage, and in expectation ofdriving from her anchors.

The Life-boat Charlotte was thereforelaunched, and proceeded out of harbourand succeeded in boarding the schoonersoon after 10 o'clock P.M. A hard galewas blowing at this time from N.N.E., adirection from which the wind is severelyfelt at Fraserburgh and the adjacent coast.

The Life-boat's crew found the dis-tressed vessel to be the Villager, of Inver-ness, bound from Euncorn to Fraserburghwith a cargo of salt. The leakage of thevessel, and her dangerous position in thebay, appeared at that time to offer the

crew only the alternatives of their vtsselgoing to pieces on the shore by partingher cables, or foundering at her anchors.The Life-boat succeeded in getting themon board in safety, and returned with the5 rescued men about 11.30 P.M.

This Life-boat also performed importantservice on the 31st August. On that daya sudden gale from the N.N.W. was severelyfelt at all the northern stations. At day-light a considerable number of fishingcraft were observed to be making forFraserbnrgh harbour. Strangers to theport may easily make a mistake whenrunning before the gale for the narrowentrance, and in the case of fishing craftthe danger is enhanced by the chance ofdrifting into the worst of the sea near thepier end: the manoeuvres, therefore, ofevery vessel, as it made its final effort and

414 THE LIFE-BOAT. [NOVEMBER I, 1875.

shot round the pier end into safety andsmooth water, were anxiously watched.The Life-boat and crew were ready forany emergency, but were not called ontill 10 A.M., when a smack named theJames, which had been obliged to cometo an anchor outside, hoisted a signalof distress. The Charlotte was at oncebrought into requisition, and her crew,forcing her out of the harbour, suc-ceeded in boarding the fishing vessel, andbrought her crew of 3 men into harbourin safety.

Scarcely had the Life-boat returnedwith this freight, when a Banffshire fish-ing vessel, the Invincible, being caught bya heavy sea on the broadside as she triedto round the end of the pier or break-water, was capsized, and her crew of 5men were instantly either struggling inthe broken water or clinging to piecesof broken wreck. It may be supposedthat the oarsmen of the Life-boat now didtheir very best. In less than five minutesthe Life-boat was in the midst of thestruggling fishermen, and was just in timeto save the whole of them. The sea wasso heavy and broken about this time, thatno other kind of craft than a first-classLife-boat could possibly have venturedout of harbour.

The Life-boat, still on the watch, about1 P.M. discovered a Norwegian fishingvessel outside, with a signal of distressflying, and she once more pushed out tothe rescue, and succeeded in saving thatcrew of 4 men also: this vessel was namedthe Tippergraph.

After this the Life-boat, as we weretold recently on the spot, remained onduty till 8 o'clock at night, watching theentrance of the harbour, and renderingassistance in various ways to fishing !vessels which, though they had made good Itheir entrance to the harbour, were not in Ivery secure berths.

GORLESTOST.—On the 6th August theLife-boat Leicester, stationed at this place,rendered valuable assistance to the smackSophia, of Hull, laden with coal, which ves-sel, while on a voyage from the Hnmber toLondon, got on the North Sand off Gor-leston, which is a small town and fishingvillage at the entrance of the inlet whicha few miles farther up forms YarmouthHarbour. Shore boats had gone off tothe stranded vessel, and were engaged in

getting her afloat, when the wind and seaincreased to a dangerous extent, and finallythe boats that had taken the beachmenoff were washed away to leeward, leavingpart of their crews on board. Ultimatelythese boats regained the shore, after afruitless effort to reach the wreck. Pourmen were now left on board the smack, itbeing then about 3 A.M., and blowing hardfrom the north. The Life-boat Leicesterwas then called out, and succeeded inboarding the Sophia, and after five hours'hard work, the stranded vessel was got offand brought safely into port.

LossiEjrotTTH, N. B.—'On the 31stAugust the sloop Helen, of Stornoway,bound from Cullen to the Moray Firth,was obliged to come to an anchor, duringa gale at N.W., in the bay to the east ofthe small fishing harbour of Lossiemouth.In that position she was well shelteredby the point on which the town is built;but in a few hours the wind shifted toN.N.E., putting her off a tee shore, audwith no shelter. ' A heavy, broken seaspeedily set into the bay, aud the Helenhoisted a signal of distress. The Life-boatBristol and Clifton was thereupon launchedinto the harbour, and proceeded out tothe rescue. The vessel was already drift-ing towards the breakers, and the crew of2 men had not been half an hour re-moved from her, when she took theground, and presently nothing of her wasvisible but the mast as the sea broke onboard. The Life-boat was a little overtwo hours, from the time of launching toregaining the shore.

BAMSGATE.—At 11.15 on September22nd, during a fresh breeze at E.N.E., aburning tar-barrel was observed at thisstation from some distressed vessel inthe direction of the east end of theGoodwin Sands. The steam-tug Vulwm,with the Life-boat Bradford in tow,both of which are under the managementof the BOABD of TRADE, left' the harboura little before midnight. The steameimade her way against a strong head-seathrough the Cudd Channel to a suitableposition, and then slipped the Life-boat,which made sail, and on reaching the dis-tressed vessel found her to be the barqueBucephalus, of Shields, bound from Cabesto Shields. The vessel had been in col-lision with a brig, and besides leaking

NOVEMBER 1, 1875.'] THE LIFE-BOAT. 415

badly, was anchored in a dangerous posi-tiou, a cable's length from the GoodwinKaowle. The 2nd officer had been washedoff and drowned, and the carpenter badlyinjured whilst over the bows endeavouringto stop the leak. The Life-boat havingreturned to the steamer with this intel-ligence, the latter dropped down closeenough for the Life-boat to run out atowing hawser from the barque to her—always a difficult operation at night andin a rough sea. Communication thus,established, part of the Life-boat's crewwent on board the ship; the anchor wasslipped, and the steamer started aheadwith the barque in tow, and about 3.30A.M. got her clear out from the Sands,and to a safe anchorage in the Downs—all this time, however, the vessel wasleaking freely, and it needed the greatestexertions on the part of her own and theLife-boat's crew to prevent the water gain-ing on them. At daylight the Life-boat'swork was concluded, and in tow of theVulcan she returned to Eamsgate; bothsteamer and Life-boat having performed ahighly creditable night's work.

The Bucephalus was laden with leadand grass, and carried a crew of 20 men.

- BROUGHT? FERRY, N.B.—During thenight of the 25th September, the schoonerOathrina, of Biga, stranded on the Aber-tay Banks, which lie to the eastward ofthe entrance to the River Tay. At 4 A.M.her signals of distress were observed fromthe shore. It was then blowing a stronggale from the S.E.; a bad sea breaking onthe Banks.

The Life-boat Mary Hartley, stationedat Broughty Ferry, about 3 miles insidethe entrance of the Eiver Tay, was atonce launched, and proceeded to sea intow of the North British Railway Com-pany's steamer. On arriving outside, theLife-boat was cast off, and, under oars,managed to reach the lee edge of thebank, then, partly dry. The crew of thestranded vessel, numbering 8 men, thenmade their way to the Life-boat, as it wasfeared that with the flood tide their shipwould go to pieces, or be swallowed HP in.the sand. She was bound from Oron-stadt to Montrose, had been set into St.Andrew's Bay by the storm, and finally onshore on the sandbank. Before the tidefell she had beaten half across the bankfrom the violence of the gale. Fortunately

the tide then partly left her for the time,and gave the Broughty Ferry Life-boatand the steamer the opportunity of effect-ing the rescue of the crew.

CARNSOBE, Co. WEXFOBD. — At day-break on the 25th September, a vesselwas observed at anchor close in-shore inthe Bay to the west of Carnsore Point.It was blowing hard from W.8.W., and, asusual with an on-shore wind on this coast,a heavy sea was breaking on the beach.The distressed vessel had also lost herforemast. An effort was made to commu-nicate with the ship by rocket lines, butthe exertions of the Coastguard were tono purpose, as the distance was too great.

In the meantime, the Life-boat Irishad been launched from her station onthe east side of Carnsore Point, and sheultimately made her way against a stronghead sea and wind for a distance of 7miles. The dismasted vessel was reachedat 2 P.M., the Life-boat having launchedat 10.30 A.M. — an effort needing greatand well-sustained exertions on the partof the crew had thus been made.

The crew of the disabled vessel werethen got on board — with some difficulty,owing to the proximity of the breakers —and, to the number of 10 persons, safelylanded.

The ship's name was the Paquite deTerranova, a Spanish brig, "with a cargoof sugar.

PADSTOW. — At 4 P.M. on the 26th Sep-tember, the Life-boat Albert Edward, sta-tioned at Padstow, rescued the crew ofthe brigantine Immacolata,, of Naples. Thisvessel had brought up in a very dangerousposition, outside Padstow Bar, on which aheavy sea, was breaking, with a hard galeat S.W. It was impossible for her toremain long in that position, and theLife-boat's services (as usual promptlyrendered) were gladly accepted by thecrew, who, to the number of 8 persons,were safely landed by dark. Before mid-night the Immacolata, had become a totalwreck.

— On the 26th Sept., signalsof distress were made from the steamerMontagu, of Liverpool, which had groundedpreviously on Wexford Bar, but had ex-pected to get off. The weather in themeantime had increased in severity, and

die THE LIFE-BOAT. [NOVEMBBB 1, 1875.

it was now blowing hard from S.S.W.,•with a heavy sea on. the bar.

The Life-boat Ethel Eveleen, which iskept afloat at Kosslare, inside the entranceof Wexford Harbour, was promptly gotunder weigh, and about 5 P.M. succeededin boarding the steamer, which at thattime was already showing symptoms ofbreaking up, the sea sweeping clean overher hull. The 33 persons on board thesteamer were then taken into the Life-boat, asd the 'shore regained at 5.30—the Life-boat's crew having performed avery creditable piece of service in a promptand skilful manner.

NEW BMGHTON.—On the morning ofthe 27th September, a very gallant servicewas performed by the Institution's tubularLife-boat Willie and Arthur, stationed atNew Brighton.

During the previous night a storm ofunusual violence had raged over thegreater part of these islands, and heavydamage both by sea, and land followed.The gale, which had commenced at W.S.W.,veered round to the N.W. towards day-light, and a sea, which is described asterrific, was breaking over the banks andshoals at the mouth of the Mersey.

At daybreak, a signal indicating that adistressed vessel required Life-boat aidwas exhibited from the Rock Lighthouse.The New Brighton Life-boat was at oncelaunched, and proceeded, in tow of thesteamer Spindrift, in the direction of thewreck—the ship Ellen Southard, of Kich-mond, Maine, U.S.—-which lay in the midstof the breakers on Taylor's Bank, at theentrance of the Mersey. On the wayout, the New Brighton boat was passed bythe Liverpool Harbour Board tubular Life-boat, which being provided with a fastersteam-tug—the Rattler—attained a suffi-ciently weatherly position first. That Life-boat in due time cast off from her steam-tug, and, dashing into the broken waterunder oars, gained the side of the wreck.The Ellm Southard was a timber ship, andhad been, beating on the bank the greaterpart of the night; her bottom was fairlydriven in; her masts had been cut awayor fallen, and the crew with difficultymaintained themselves on the top of thedeck-load of timber, over which the waterrepeatedly swept. The captain's wife madea brave spring from the wreck to the Liver-pool Life-boat, as it rose on the top of the

wave; others were hauled through the seato the Life-boat by ropes; and finally, all onboard being removed, the Life-boat shovedoff, and threading her way through themass of floating wreck and timber amidstgreat peril, drew near to the edge of thebreakers, and to deeper and safer water.The coxswain, Mr. JAMES MABTIN, nowordered the foresail to be set to steadythe boat in. running to leeward, and nodoubt all on board considered that theworst of the peril was past; the captain'swife had just exclaimed, " Let us thankGod we are saved!" when a huge wavewas seen careering down on them: it .hasbeen- described as appearing " like a highwall."

The foresail was partly set, and theboat's quarter was towards the advancingwave; the coxswain shouted out to " holdon !" fearing that some might be washedout; but the "high wall " lifted the boatup like a plaything on its front as itmarched on, and in another instant rolledit clean over. Thirty-two persons werenow struggling in the midst of the brokenwater, striving, as they rose to the surfacefrom under the boat, to save themselvesby clinging to her as she tossed aboutbottom up. Three were drowned. Themaster of the wreck, Captain D. H.WOODWORTH, was seen to rise to the sur-face near the boat, and look round; hiswife rose immediately afterwards close tohim ; she threw her arms round his neck,and they went down together. Others,after keeping themselves on the bottom ofthe Life-boat for a short time, becameexhausted, were washed off, and perished.Two men, one a sailor and the other aLife-boatman, were seen on a spar toge-ther, but the mast of the Life-boat, whichhad washed out of her, lay across thethroat of the latter, and he was drowned,notwithstanding his life-belt, and thesailor beside him was saved.

The steam-tug Rattler, beholding thisterrible catastrophe, but from the shallow-ness of the water unable to render assist-ance, promptly signalled to the NewBrighton Life-boat, then a considerabledistance to leeward, making the best ofher way to shore, after having observedthat the Liverpool boat had got thewrecked crew safely on board. The Nev?Brighton crew fortunately observed thesignal, put about, and, with desperateenergy, impelled their boat once more

NOVEMBEB 1,1875.] THE LIFE-BOAT. 417

against the storm, in among the breakers,and to the side of the overturned boat.It is said that the feat was accomplishedin little over ten minutes, but the masterof the wreck, his wife, the pilot, 2 ofthe mates, and 4 of the seamen, to-gether with 3 of the crew of the cap-sized Life-boat, had already perished.The New Brighton Life-boat saved theremainder, consisting of 8 seamen of thewreck, and 11 Life-boatmen.

It is characteristic of the men who arewilling to undergo such risks for hu-manity's sake, that when those on. the

and I was almost forgetting my ownunenviable position and those who werehanging on around me in watching andadmiring the masterly and seamanlikemanner Captain THOMAS and his menhandled their boat and brought her inthrough the breakers to our help andrescue. It was truly the ' Balaklava ' ofthat day's fight, and never can be for-gotten by me ; and while I command theLiverpool tubular Life-boat, which I hopowill be for many years to come, shouldmy life and health be spared (subject ofcourse to the pleasure of my employers,

bottom of the capsized Life-boat perceived j the Mersey Dock and Harbour Board), Ithe New Brighton Life-boat approaching, j shall always feel, as long as the Newconceiving themselves to be in a some- Brighton Life-boat is under the commandwhat safer position, they shouted oat to of Captain THOMAS and his brave crew,her to save first those who, floating at some j that we have to compete with as gallantdistance, clung to single pieces of plank; ' and disciplined a crew as can be foundand in -this way 3 men "were rescued , round this or any other kingdom ; and Iwho must have perished had help been } do trust whenever we may be called uponfirst extended to those on the capsized j ' to do or die ' in concert with each other

we may both feel that the rivalry existingbetween us is of the ' holy kind,' andwhen the men under our charge arestraining every nerve to reach the drown-ing sailor first, and all ready to risk theirlives, -we may be strengthened by theremembrance that the Almighty is smiling

boat.The New Brighton Life-boat, having

rowed out with the survivors to smootherwater, was taken in tow by the Rattler,and reached New Brighton in safety.

The coxswain of the Liverpool Life-boathas gratefully expressed the feelings of him-self and crew towards the New Brighton

on each of us, the last boat with the first,while both do their duty. In conclusion,

Life-boat in the following letter, which my eternal gratitude, and that of my wifebe, Mmself, has published in the news- and family, are due to Captain THOMASpapers:—

" The records of the havoc caused bythe gale on Sunday and Monday last have

and the crew of the New Brighton tubularLife-boat of the NATIONAL LIFE-BOATINSTITUTION."

occupied so much, attention that I haverefrained till now from, expressing publicly jthe thanks of myself and crew of the jLiverpool Dock Trustees' tubular Life- jboat to Captain THOMAS and' the crew of ' MEETINGS OF THE COMMITTEE.the New Brighton tubular Life-boat, be- !longing to the National Institution, forrescuing us after our boat had capsizedon Jordan Hats, after taking off the crewfrom the stranded ship Ellen Southard.For myself I am at a loss Iiow to thankthem, and can only assure them that theirservices can never be forgotten by myself,my wife, and children.

* * * * !" And now one word as to the manner

in which the New Brighton Life-boat washandled when it was made known to themthat we had come to grief. Being at a •considerable distance from us, they came Iwith amazing promptitude to our rescue, |

SUMMARY OF THE

THURSDAY, 3rd June, 1875 :

His Grace The DUKE OJ NOKTHOMBEHLANH, P.C.,President of the fmtitntim, in the Chair.

Read and approved the Minutes of the previousMeeting, and those of the Finance and Corre-spondence, and Wreck anil Reward Sub- Com-mittees.

Elected Sir EDWARD PERROTT, Bart., V.P., andother gentlemen, Members of the Sub-Committeesfor the ensuing year.

Head and approved the Report of Captain J. R.WARD, K.N., the Inspector of Life-boats to theInstitution, on his recent visits to the Life-boatStations at A-berystwith, New^uay, Cardigan,Fishguard, and St. David's.

Also the Report of Captain D. ROBERTSON, R.N.,Assistant-Inspector of Life-boats, on his visits to

, Padstow, Port Isaac, and Bnde, Coin-wall and to Settle and Hornsea, in Yorkshire.

418 THE LIFE-BOAT. [NOVEMBER I, 1875.

Reported the receipt of the following specialcontributions since the last Meeting:—

£. a. d,Key. B.OBEBT YRAHCIS WILSOX, M.A.,

additional 50 0 0" An Old Sailor, native of Faversham,

now of Canada, through Mrs. ANNJONES, of .Faversbam". . . . , 40 0 0

Collected on. hoard the steam-shipAfrican, on a. voyage from the Capeto Southampton, per Mr. WALTERSEARLE 5 0 0

A German Governess and her Pupils . 0 14 0— To be severally thanked.

Reported that the following legacies had heenbequeathed to the Institution:—

£. t. d.The late HENRY WILLIAM PICKERS-

GILL, Esq., R.A., for a Life-boat tobe named after himself 1,00) 0 Q

The late Lady CHARLES CAVENDISHBENTINCK (Consols) 4CO 0 0

The late Miss ELIZABETH DOLLING,of Seaton Knolla, Salop, in aid ofthe Swansea Life-boat . . . . 100 0 0

Reported the transmission to their Stations ofthe new Life-boats for Staithes, and Hornsea,"Yorkshire. The first-named boat was publiclylaunched at its station on the 31st May. Theother boat was exhibited and named on Wednes-day, the 26th May, at Settle, Yorkshire, where itscost was raised through the indefatigable exer-tions of CHRISTOPHER BROWN, Esq.; and threedays afterwards it was launched at Hornsea.

Ordered that new Life-boat houses be built atSeaton Carew and Swanage, at a cost of C84/.18s. 6d.

The Committee expressed their regret at thedeath of Mr. WILLIAM A. FOBKESTT, who had for-merly been, for many years, one of the builders ofthe Life-boats of the Institution.

Paid 2,782?. 3». Jlrf. for sundry charges onvarious Life-boat Establishments.

Reported that the Maryport Life-boat had goneoff on the 23rd May, and assisted to save the dis-tressed smack Native, of JPiel, and her crew of3 men.

Voted 291. 17s. to pay the expenses of the ScillyIslands and Penmon Life-boats in going off withthe view of rendering "assistance to distressedvessels.

On the occasion of the melancholy wreck of theGerman steamer Schiller, the Scilly Life-boot waspromptly launched, but unfortunately the intelli-gence of the disaster did not reach the Life-boatStation in, time to allow of the boat rendering anyservieein saving life. Mr. BANPIELD, the HonorarySecretary of the Scilly Islands Branch of theInstitution, stated that the Life-boat was towedto the wreck by the steamer Lady of the Isles, butshe was too late to save life, tie added, that ifearly intelligence of the wreck had been received,when the masts were standing, the Life-boat, inconjunction with the shore boats, could have savedany number, the steamer being at hand to takethem on board.

THURSDAY, 1st July:

THOMAS CHAPMAN, Esq., F.R.S., V.P., Chairmanaj the Institution, in the Chair.

Read and approved the Minutes of the previousMeeting, and those of the Finance and Corre-

spondence, and Wreck and Reward Sub-Com-mittees.

Read and approved the Inspector's Report onhis recent visits to Solva, Milt'ord, Tenby, Ferry-side, Pembrey, Swansea, Porthcawl, and Penarth.

Also the Report of the Assistant-Inspector ofLife-boats on his visits to Staithes, Seascale, andWbitebaven.

Also the Report of Capt. C. GHAT JONES, R.N.,the Second Assistant-Inspector of Life-boats onhis visits to Cleethorpes, Donna Nook, Tyne-mouth, Sutton, Chapel, Skegness, Hunsfanton,Urancaster, Wells, Sheringham, and Blakeney.


£. i. d.The Baroness BURDETT Cotrrrs, addi-

tional 100 0 0Trustees of the late THOMAS BOYS, Esq.,

per G. H. WHITE, Esq., additional . 50 0 0Bristo'l Histrionic Club, in aid of the

support of the Bristol and CliftonLite-boat stationed at Lossiemouth,N.B., additional DO 0 0

Part proceeds of Amateur TheatricalEntertainment at Madeira by theOfficers of H.M.S. Triumph, perLieut. KKPPEL H. FOOTE, R.N. . . 10 10 0

Collected in Middle Church, nr. Shrews-bury, on 6th June, per Kev. G. H.EGBKTON, M.A 5 13 5

Collected at the Bristol MercantileMarine Office, per Capt. THOMASBHOOKS, additional 5 9 10

Family and Scholars of THOMAS H.VIE, Esq., Alexander Academy, Ash-ford, additional 0 15 0

Scholars of Lee National Girls' School,additional 0 5 0

— TQ be severally thanked.

Reported that the following legacies had beenbequeathed to the Institution:—

£. ». d.The late Dr. H. S. MAY, of Exeter. . 200 0 0The late Sir JOSEPH COWEN . . . . 50 0 0The late Rev. GEORGE Arssiin, M.A.,

of Denbigh Street, S.W 50 0 0The late Miss MARY GIBSON, of Nor-

wich 40 0 0

Reported the transmission to its Station of theTynemouth No. 1 new Life-boat.

A very successful demonstration had takenplace on the occasion of the public naming andlaunching of the Life-boat at Tynemouth on tfi«5th June.

Decided that a new Life-boat be placed atAberystwith in lieu of the boat at present on thatstation. A new Life-boat house would also beerected for the boat.

The cost of the renovation of the station wouldbe defrayed from a legacy left to the Institutionby the late Lady HA.BEKFIELD, the boat beingnamed after herself.

Decided also to replace the present Life-boat atTyrella, which had become unfit for. service.The new Life-boat to be named the Memorial, it»expense having been presented to the Institutionby the Misses PEACH, of Derby, from the amountrealised by the sale of their needle and otherwork.

Also that a new large sailing Life-boat heplaced on the No. 1 Station at Lowestoft, in lieuof the present boat.

Read letter from the War Office, of the 23rdJune, stating that the Secretary of State for War


was prepared to grant the Institution a lease, ata nominal rent, of the site of ground on which theHythe Life-boat house was to be erected.— To bethanked.

Decided, on the application of the HonorarySecretary of the Devon Central Branch, to placeone of the verified barometer! of the Institutionat Paignton, for the use of the seafaring popula-tion of the place.

The Committee expressed their regret at thedeath of Mr. G. WEAVE PENNEY, who had beenfor many years the Honorary Secretary of toePoole Branch of the Institution.

Paid 1,8162. 5i. 8d. for sundry charges on variousLife-boat Establishments.

Voted 27t 15s. to pay the expenses of theCarnsore and "Wexford No. 1 Life-boats in puttingoff on the 18th June to the assistance of thedistressed brig Sliields, of Cork.

The Carnsore boat saved 3 men from the trig';the services of the Wexford boat Nvere not re-quired.

Also 25?. 11s. to pay the expenses of theVa-lentia, Rhoscolyn, and Tramore Life-boats ineither assembling the crews or putting off inreply to signals of distress from various vesselswhich did not eventually require the aid of. theLife-boats.

The Kamsgate Life-boat had also gone off onthe 1st June with the view of assisting the dis-tressed schooner Saint, of Runcorn.

A communication was read which had beenaddressed, on behalf of the Italian Government,to the EARL OP DERBY at the Foreign Office, inwhich it was stated that they had awarded »Silver Medal to Capt. SAMBEI, D. BART LETT,Honorary Secretary of the Duncannon (Water-ford Harbour) Branch of the Institution, inacknowledgment of the valuable services renderedby the Life-boat on that station in saving 9 livesfrom the brig Vittortoso (?., of Venice, wreckednear that place on the 19th Jan. last. The ItalianGovernment also expressed their high apprecia-tion of the cordial co-operation of other membersof the Branch on that occasion.

Voted If. to three men for putting off in a boatfrom St. Justinian, and bringing ashore 2 menfrom the Bitches Rock, in Ramsey Sound, Pem-brokeshire, their boat having struck on the rock,and been totally wrecked, on the 2nd May.

THURSDAY, 5th August :

The Chairman of the Institution in the Chair.

Read and approved the Minutes of the previousMeeting, and those of the Finance and Corre-spondence and Wreck and Reward Sub-Com-mittees.

Also the Report of the Inspector of Life-boatson his recent visit to Kessingland.

Also the Report of the Assistant-Inspector ofLife-boats on his visits to Holyhead, Balbriggan,Greencastle, Portrush, Belfast, Groomsport, Bally-waiter, Tyrella, Newcastle (Dundrum), DuiJi.'aJi,Drogheda, Howth, Poolbeg, and Skerries.

Also the Report of the Second Assistant-In-spector of Life-boats on his recent visits to Sher-ingham, Cromer, Mundesley, Bacton,Hasborougb,Palling, AVinterton, Caister, Yarmouth, Gorleston,Lowestoft, Corton, Pakefield, Kessingland, andWatchet.

Reported the receipt of 2,500/. from Messrs.SAMUEL, JOHN, and JOSHUA FSELDES, M.P., of

Manchester, for the purpose of building and per-manently maintaining a Life-boat to be called theThomas Puslden, in memory of their late uncle ofthat name.

Decided that the best thanks of the Institutionbe conveyed to Messrs. FIEXDEN for their muni-ficent gift.

Also that a new Life-boat be sent to Holyhead,in place of the present boat on that station, andthat it be appropriated to Messrs. FIEI*DEK. Alsothat a new house be built for the reception of theLife-boat.

Decided also to replace the present Life-boatat Guernsey by a new one.

The cost of the boat would be defrayed from agift to the Institution by a lady and her daugh-ters, and at their request the boat would benamed the John Lockett.

Reported the receipt of the following other spe-cial contributions since the last Meeting :~

Ancient Order of Foresters, annual sub-scription in aid of the support of theirtwo Life-boats, per SAMUEI, SHAW-CROSS, Esq 100 0 0

AST-HOB HIITCHINSOK, Esq., and theMisses FASNY and CDASLOTTEHUTCHINSON, additional . . . , 2i 0 0

Worshipful Company of Cordwainers,additional 21 0 0

West Hartlepool Athenasum BilliardClub 11 2 6

Collected after a sermon in the campof the 3rd Administrative BattalionLancashire Rifle Volunteers, perLieut.-Col. DUGDAI/E 1 1 0 0

Collected on board the MessageriesMaritimes steamer Meikang, on herrecent voyage from Shanghai to Mar-seilles, per Capt. KICHABD GIBBON . 9 0 0

Collected per Rev. J. A. CHEESE, M.A.,Gosforth, Cumberland:—

Church Collections, July18th, 1875 . . . . 4 14 I

Seascale School DivineService Collection, July18th, 1875 . . . . 1 15 0

Other Collections . . 0 1 1 0. 7 0 1

Amount found in Contribution Boxesat South Devon Railway Stations,per A. P. PCOWSE, Esq., additional . 2 10 5

Contributions of Out-Pensionere ofSecond East London District in aidof the support of the Out-PensionerLife-boat at Arklow, additional . . 1 1 0 0

Ditto, Newcastle-on-Tyne Districtditto 1 1 6

— To be severally thanked.


£. s. d.The late Mrs. SCSANNA IRVINE, of Ge-

neva 300 0 0TUe late JOHN SMITHEMAN, Esq., of

Bryn Alt, Hertford 100 0 0TieJateCapt. W. H.DiCKMAN,R.N. . 368 16 J

Reported the transmission to their stations ofthe Watchet and Appledore No. 2 Life-boats.

The first-named station had been publicly in-augurated on the 29th July, under the super-intendence of the Second Assistant-Inspector ofLife-boats.

The COUNTESS OF EGREMONT and Mrs. JOSEPHSOMES, the donor of the Life-boat, were present on


the occasion, the boat being named by the latterlady. The Bristol and Exeter Railway Companyhad granted the Life-boat and carriage a freeconveyance from Bristol to Watchet.— To bethanked.

Ordered that different works be carried out atthe Hythe and Greencastle Life-boat Stations, atan expense of 555/. 18s.

The Committee expressed their sincere condo-lence •with Lady ARSOTF and the members of herfamily on the occasion of the lamented death ofSir FREDERICK ARKOIT, Deputy Master of theTrinity House, who had been tor many years amember of the Committee of Management of theInstitution.

Also with the family of the late HENBY Lu-DOI.P, of Leeds, who had rendered the Institutionmost valuable services in that town for manyyears past.

Voted the thanks of the Institution to Mr.ALEXANDER JEffSEY, in acknowledgment of hisvaluable co-operation during the period he occu-pied the office of Honorary Secretary of the Stir-ling Branch of the Society.

Also to Lloyd's Register of British and ForeignShipping Society for their kind present of theirRegister for the current year.

Paid 1,8031. 17s. 2(1. for sundry charges onvarious Life-boat Establishments.

The Committee expressed their deep sympathywith the family of THOMAS TBIPP, who perished"while assisting to launch the Ivessingland sailingLife-boat on the 15th July, and voted 150 guineasin aid of the local subscription now being raisedfor their relief. The Committee also granted48i. 10s. to the Life-boat crew and helpers, to-gether with the thanks of the Institution,inscribed on vellum, to Capt. CHARLES S,P. WOODSDFFE, R.N., Inspecting Commanderin H.M. Coastguard Service, and Mr. THOMASATKISS, Coastguard Chief Officer at Kessingland,in acknowledgment of their highly praiseworthyservices on the occasion.

Voted 151. 14». to pay the expenses of theFraserburgh Life-boat in saving the crew of 5men from the distressed schooner Villager, ofInverness, on the 30th July.

[The details of this service will be found onpage 413 of this Journal.]

Voted 60S. 19s. to pay the expenses of theLife-boats at Pakefield, Carnsore, Caister, SeatonCarew, and Middlesborough, in either assemblingthe crews or putting oft' in reply to signals ofdistress from various vessels which did not ulti-mately require the aid of the Life-boats.

Also 5t. to the crew of a pilot-boat of Gorleston,for saving the crew, 4 in number, of the schoonerShepherdess, of Lowestoft, who had taken to theirboat on their vessel foundering near the CortonSand on the 4th July.

Also -U. to JOHK A. MURPHY, Chief Boatman incharge at the Mulroy (Ireland) CoastguardStation, and 3. other coastguardmen, for puttingoff in their Life-boat from Mulroy Station, andrescuing the crew, consisting of 4 men, from theschooner Chrysolite, of Glasgow, which had goneashore on the Campion Bank, during a fresh galefrom the N., on the 16th June.

Also I /. to 4 men at Arklow for saving 2 menwhose boat had got across the tow-rope of avessel, and had been thereby capsized, in ArklowBay, on the Sth June.

Also M. to 3 Mundesley men for putting off ina boat, and saving 5 persons from a pleasure boatwhich had been upset off Mundesley, on th« 2SrdJune.

THURSDAY, 2nd September:

Sir EDWARD PEHROTT, Bart., V.P., Chairman ofthe Sub-Committees, in the Chair.

Read and approved the Minutes of the previousMeeting, and those of the finance and Corre-spondence, and Wreck and Reward Sub-Com-mittees.

Also the Report of the Assistant-Inspector ofLife-boats on his recent visits to Poolbeg, Kings-town, Rogerstown, Greystones, Wicklow, Arklow,Courtown, Cahore, Carnsore, Wexlord, and Bal-briggan.

Also the Report of the Second Assistant-In-spector of Life-boats, on his visits to Cresswell,Blyth, Hartlepool, Seaton Carew, Bunswick, andStaithes.


£. t>. d.English Mechanic Life-boat Fund, per

J. PASSMOHE EDWAKDS, Esq., andMr. G. Lur* 402 9 6

The late Mrs. A. I. HICKES, of Bath,per Miss HICKES, through THOMASCHAPMAN, Esq., F.R.S 100 0 0

Independent Order of Odd Fellows(Manchester Unity) annual subscrip-tion in aid of their Life-boat »tCleethorpes SO 0 0

Contents of Contribntion Boxes onboard the Thames saloon steamerAlbert Edward, and at the King'sArms Tavern, Lambeth, per Mr. C.BoNOEy, additional 7 13 4

Collected on board the S. S. LadyJosyan, of Southampton, per Capt.A . HAKLOW, additional . . . . 2 5 0

Half the balance of the La. PMaRelief Fund, per W. M. DEACON.Esq 3 19 6

— To be severally thanked.


£.' s. d.The late Miss SARAH LEVTHWAITE, of

Bowden, Chester 500 0 0The late Miss SAKAII GODIN, of Maidn

Vale 100 0 0The late GEOKGE PETERS, Esq., of

Bushey, to the Margate Branch . . 20 0 0The late F. A. WINSGK, Esq., of Lin-

coln's-inn-fields 19 19 0The late Mrs. M. A. HAV, of Hull. . 19 19 0

Reported the transmission to its station ofthe Cresswell (Northumberland) Life-boat.

The first launch of the boat took place at Cress-well, on the 21st Aug., under the superintendenceof the Second Assistant-Inspector of Life-boats.

Ordered that various works be carried out atthe Hartlepool, Runswicfc, Swanage, Howth, andBroadstairs Lite-boat Stations at an expense of725/. St. 6ct.

Voted the thanks of the Institution to Mr,J. STEPHENSON for his kind services during theperiod he occupi«d the office of Honorary Se-cretary of the Runswick Branch of the Society.

Paid 607i 17s. for sundry charges on variousLife-boat Establishments.

Voted 33Z. Is. to pay the expenses of the Lossie-mouth and Fraserburgh Xife-boats in putting offand rescuing the crews, consisting of 14 men from

NOVEMBER 1,1875.] THE LIFE-BOAT. 421

the distressed sloop Helen, of Stornoway, and3 fishing smacks.

The Gorleston Life-boat had also brought safelyinto harbour, on the 5th Aug., the smack So-phia, of Hufi, and 4 of the crew of a shore boat,which had taken off the vessel's crew of 4 menand a passenger, and had then broken adrift,leaving 4 of her own crew on board.

[The details of these Life-boat services will befound on pages 413-14 of this Journal.]

Voted 251.7s. to pay the expenses of the"Whitbyand Broadstairs Life-boat in putting off with theview of rendering assistance to distressed vessels,when the boat's services were not ultimately re-quired.

The Kamsgafe life-boat had also gone off withthe view of aiding a supposed distressed vessel.

Voted the thanks ot the Institution, inscribedon vellum,'and I/., to Mr. JOHN MADPEN, chiefboatman in charge of the Sutton (Dublin) Coast-guard JStstion; 12. 10s. to JAMES ELLIOTT, and10s. each to four other Coastguardmen for puttingoff in their boat, with the view of Tendering as-sistance to the crew of the schooner Aaron Belle,of Aberystwith, which had gone ashore near theSutton Coastguard Station on the Wth Jan. last,during a strong gale from W.S.W.

Also the thanks of the Institution to Mr. JOHNCAKK, Chief Officer of Her Majesty's Customs atWarrenpoiut, Ireland, and II. to 4 other men forputting off in a boat, and saving the crew, 5 innumber, of a gig belonging to the Newry RowingClub, which had been capsized while out prac-tising off Wecrenpoint on the 27th July.

Also 10s. each to Joan and THOMAS CASS, ofWhitby for rescuing 2 men from the coble Prince,of "Whitby, which had been struck by a heavysea, and capsized while entering the harbourthere on the 4th Aug.

Also the thanks of the Institution and 10s. eachto 2 youths, named ALBERT and HARRY BROWN,of Weymouth, for saving a man, whose boat hadbeen caagbt in a squall and capsized off Wey-mouth Harbour on the 6th Aug.

Also a telescope, with suitable inscription, toSAMUEL BATE, late second coxswain of the Pad-stow Life-boat, in acknowledgment of the manygallant services performed by him in the boatduring the long period he held that post. Hebad previously received from the Institution itsSilver Medal and thanks, inscribed on vellum,for services in the Life-boat.

"THE OLD CORK BUOY."

THE night was dark, the tempest roared,The waves ran mountains high:It seemed to every hand on boardAs if the sea and skyIn one commingled mass was blentAnd welded by the gale,Save where the quiv'ring light'niag rentThe darkness as a veil.Our boats were gone, and one by oneOur masts 'gan sway and reel:On beam-ends thrown, we lay aloneOff Kingsdowne, hard by Deal.

A dull deep thud, a stifled sound,A crushing, tearing grind,A shock, a crash—we are aground,A prey to wave and wind.The sea breaks o'er us fore and aft,Our decks are swept quite clear,Not e'en a spar to make a raftIs left—we sink with fear.

The lightning's flash, the thunder's crash,Shakes us from truck to keel:The waves tumultuous splash and dash,Off Kingsdowne, hard by Deal.

We were just forty souls and seven,Both passengers and crew:"With cries for help we wearied Heav'n,No help appeared in viow.We clung to ropes along the deck,And strained our aching sight-Through spray and mist—a helpless wreckThe Solent lay that night.One tiny spark glints through the dark,We watch it roll and reel:" The Life-boat's out!" we wildly shout," From Kingsdowne, hard by Deal."

Now poised upon the billow's crest,Now whelmed in the deep,She struggles on—no pause—no rest-She climbs the wat'ry steep.She nears—but cannot make us,The current runs so sore:Must Death then overtake usSo near our native shore ?On board that boat could we but floatA line—hearts true as steelWait us to save from wat'ry graveOff Kingsdowue, hard by Deal.

Of all the lumber round the deck,Nought is there left, save oneOld anchor buoy—itself a wreckWith honest service done.The mate he bent it to a rope,And hove it o'er the side.God help us, 'tis our only hope!May He its course now guide:It nears them—nay;—'tis swept away.Again the line we reel,Again 'tis east, our hearts beat fast,Off Kingsdowne, hard by Deal.

Twice has the old float missed its mark —Twice is it dashed away—Twice have we lost it in the dark—Twice, by the ghastly rayOf blue-light burnt aboard that bark,We see it dashed and whirled—Our refuge sole, our only arkOf safety in this world.See'. see ! 'tis caught—fast round the thwart'Ti9 hitched—a joyous peal,A clam'rous shout, rings boldly out,Off Kingsdowue, hard by Deal.

God bless the Life-boat and its crew!Its coxswain brave and old!And Jarvist Arnold is his name,Sprung from those Vikings bold,Who made the wind and waves their slaves,As likewise we do so,While still Britannia rules the waves,And the stormy winds do blow;And th' old" cork float, that safety brought,We'll hold in honour leal,And it shall grace the chiefest placeIn Kingsdowne, hard by Deal.

FRED. I/YSTEB.From Tine Figaro.

HOTICE.—The next number of the " Life-boatJournal" will be published on the 1st ofFebruary, 1876.

Royal National Life-Boat Institution,For the Preservation of Life from Shipwreck.

BCPFOE1KD SOl̂ BLr Sr VOHTOTAET CONTBIBCTION8.

patroness— ftr ®ost Gracious g^jesfg t] e Qaun.

Iîst of the Two Hundred and tfiftv Life-Boat Stations under theManagement of

ENGLAND.Northumberland — Berwtok-on-Twieed —

Holy Island (two boats)— North Bunderland—Bonlmer— Alnmoath — Hantley— Creaswell—Newbiggin— Blyth (two boate)— Oailwooaia—Tynemouth (two boats)

Durham — Whitburu — Stmderland (fourboats) — Beaham — East Hartlepool (three boats)—West Hartlepool (two boata)— Seaton Carew

Yorkshire — Middlteborotigh — Bedcar —Saltburn — Staithea — Rnnawiek — Dpgang —Whitby (two boats) — BearUoKmgh — FUey —Flamborotigb (two boats)— Bridlington— Born-pea — W itheraaea

Lincoln — deethorpes — Donna Noofc —Tueddlettiorpe — Sniton— • Chapel— Skegnesa

Norfolk— Hunstanton— Braneaster— Wells.— Biafceney — Sheringhetm — Gromer — Mundes-tey— Bactim— Hasborongb— Patting tVwoboate>— Winterton.— Caister (two boats) —Yarmouth(two boats)

Suffolk — GorleBton — Carton — Loveetoft(two boata}— -Patafleld <tw» boata)— Kaeeiug-fand (two boats) — Sonthwold (two booty—Punwicb. — Thorpeneas — Aldborougb

Kent — Margate— Kinsflgate— Broadstalrs—Bamsgate— North Deal— Walmer— Kingadowne—Dover— Eythe— New Bomney— Dnngen&#

Sussex — Rya — Winchelsea — Hastings—Eastbourne— Newhaven— Brighton— Sboreham—Worthing— Selsey— CMcbester Harbour

Hampshire — Hayllng MaudIsle of Wfght~ Bembridge — Brfehstone

Grange— Brooke.Alderney— St. AnneGuernsey — St. Samson'*Porset— Poole— Swanage— Cliapman's Pool

— Kimer iflge— Wejraouih— Liyme Kegia.

the Institution.South Devon— Stdmonth ̂ Kxmonth—

Teignmouth — Bittham — Salcomb* — PlymouthCornwall — Looa — Fowey — Mevagiaeey—

Portioe— Falmonth — Porthoustock— Cadgwith—Lizard— Mnllion — Forthleven — Pen/ance—Bowmen Cove—Scilly Isles— SL Ives— fiayie—New Quay— Padatow— Port Isaac— Bade

North. Uevon— Oovelly— Apjiledore (twoboats) — Braunton— Morte Bay — Jlfracombe—Lymaouth

Someraet— WateLet — BurnhamCheshire— New Brighton— do. TubuiarLancashire— Sonth port— Lptham— Black-

pool— Fleetwood—PielCumberland, — Sat

Maryport— SiUotU)Sca^Q V?hitehaven —

Isle of Man— fiamaey— Doaglaa(twoboate}

WA.LES.Glamorganshire — Penarth— Forthcawl

— SwanaeftCarmarthenshire — Pembrey — Carmar-

then BayPembroteeshire — Tenbv— Sf HfonJ— Sol ra

—St. David's— yisViguard (two boats)Cardiganahire — Cardigan. — JSewqnay —

iteryatwlth3VTerionetlishire— Aberdovey— BarmonthCarnarvonshire -

— Portbdinllaen— Orme- PortmAdoo — Abetaocb6 Head

Anglesey — LJanddwyn — Bltfwneiplr —Rlioscaiyn — Holy head — Cem««— BuJl iisr—

Denbighshire— LlonddnlaBFlintshire— Bbyl (Tobnlar)

Services of the Life-boatsActive, Bcftooner, of Xfontrose. . S (Zitnvut hrinAOianct, barque, Of Ljtm&QB. . . . 10

Atnetia, a.s. of LiverpooJ SAnglia, screw stea.mer,of Dundee IS

Annie Arby, brig, of Dublin—saved vessel and crew 7

Argtwin, barque* ot Hfc^wcastle)—remained by vessel.

Baltic, schooner, of Liverpool . 3EamborovQn, s.s., of Shields . . . 11Beckwitft, brig, of Shields—

£eile Star, brigantine, of Yar-mouth N 8 . . . . . 6

Erifk, ketch, of Dunbar SCamden, ach.,of Aberyatwitb.. 4Carolina, barque, of Bideford . 5Carolina, schooner, of Amster-

Celesle Henri, schooner, of CaeQ 4Cfmsan, Bteamer, of Glasgow . . 6Corinna, schooner, of Whitby. , 62>«j2*s!H, schooner, of Rye „.,. 5Donna Maria, brigantiQe, of

Belfast 6&nnrobi*, schooner, ot Wick . . 6JSli&i Cornish, schooner, of San-

Elixahefh, brig., of Kingstown . . 7Emma Eden, bngaatiae, of

Essex, brig, of Sanderland .... 6

Favorite, schooner, of Dublin. . 5Fire fishing cobles, of Whitby. 15Forest, ship, of Windsor, N,S.

— remained by vessel.Fria, barque, of Blytfc— saved

Gem, schooner, of Padstow .... 4

GlenviSe^sc.

Great Admiral, ship, of Bristol— rendere

Grinkle, SAGttlenherg,

4 assistance.

baraue. of Hambunr— assisted to save vessel and 20

Harris* Julia, brieantine. ofMarypoO

ffeleae, schcHenry, brisBermosa

bri"Howth Sho

—remained by vessel.»n«r, of Cranz 4anttne, of Ywngha.1 6

' 8

finn*»r. fit WatarTrttvl KJrkiten/brigrof'BordeanxT^r.T 8Industry, enJant Jfoitni

Ban— assi

hooner, of Girvan. . Sbarque, of Ardros-

ted to save vesselSt

Jason, ship, ot Qreeaock — t&n-deted aaa fll&nee.

Jasper, schooner, of St. Tves ... 5Jerome, aahoorter, of Belfast —

rendered assistance!.Jessie, schoiJfihn GeorgiJohn and J

3ner, of Blyth 6, barque, of Antwerp 11enefer, schooner, ol

fiJohn Barbotir, ship, of St. John's,

N.B.— rendered assistance.

KatMeen, sloop, of Lynn— saved

Eilda, yacht, of Belfast— assistedto save v

Kingfisher,Kt'ngsdo«m(

Shields-frond, bat

assel and crew 5barque, of Shields. . 10T barque, of Southsaved vessel and cr«w 9•nna. of Hos-anas—

assisted to save veaaei and. . 12

SCOTLAND.Kirkcndbright— KirkcudbrtgbtWietonshire— ffhithoro— for* LoganAyrshire — Ballantrae — Girvan— Ayr —

Troon— Irvine— ArdroesanIsle of Arran— KildonanArgyllshire — Oampbeltown — SoothendCaithneea-shire — ThoraxOrkney Islands — Ixtngbope — StromtiesaEl gin shire — ̂ LoBaiemoutb,Banffshire— Bnckie— BanffAberdeenshlr&— Vra8er\mrgb--PfiterheftaKincardineshire— Stonehs venPorfor — Montrose (two boata> — AxhroatU—

BnddOQ Ness and Bronghty Ferry (Dundee)Fifeshird— St Andrews— AnetratherHaddinBTtonshiTQ — North Berwick —

IRELAND.Co. Londonderry — GnettcmatieAntrim. — PortnwhDown— OroomBport— Bsllywalter— TyrolLi

— NewcftsUe (Dandram Bay)Louth— Ihindalk— Drogheda (two boats)Dublin— Balbrtggan — Sfcorriei — Ikêvs-

town— Howth— Poolbeg— KingstownWioklow— Qreysione«— WlcVlasi— fcvW<^Wejrforcl — Oonrtowti— Cahorfl— Wei/brJ

(two boats)— •CAi-DWir* — I>nneamiaonWaterford — Tramore— Dongarvan— Ard-

moreCorfc—Youghal— BaUycotton — Qaeeugtown

— ConrtmocaberryKerry— Valentia

Total, 250 Life-boats, 'of the Institution in 1874.Lady Sasstt, ecb., of trilhftm 4 KrlSf. tu\hi\ra\af nf Vnnohol t

Lady Huveladt, barque, of. 17

L0M.ru. Maria, (mtqa(j,of DaoUzic — remained bv ves

Laurel gtnack of C&stlLerry, smnck, of Aberd

sel.

ovev. . . SLiberal, brig, of Colchenter ... &Lindn Ftor, brigantine. of Io&-

wich — reodered aasisMaria, yacht, of PrestoSfarie Elizabeth, BlOOp,fleur . .........

Jtfurw, schooner, of St.

Vitrin. la<fffe>r of L_

tanca.tt <ot Hou-

Valery-

atitiirtli

France — saved vessel and crew 3Jlforumno, brig, of Bor

assisted Co save vessedeaux —aud .. S

Mary, smack, of Qrimaby .... fiUlary Ann, sch., ot St. Ive»

assisted to save reawl and . . SSfnry Jane, sch., of Livernortl . 2alary A. Way. shift of IJver-

pool — rendered aîstanoa.

Moir, acbooner, of PortKonktoton, sch., from LiNew Eagle, billiboy, of

•wy..., 4vsrpool 4Gi-im*-

IIWl.

Newblg-gin flshiogooblea — rea-dared assistance.

Ocean, of Macduff, and GuidingStar, of Banff, Baking boata , 10

Old Goody, schooner, of Wbit-staWe— rendered assistance.

Pandora, sch., ot PortalPride, sen., of SonlhanPrincess Helena, ech,, oHeffina, barqae, of J

rendered assistance..

nonth . t>pton . . 10

f Fowey 8tostoo —

Pte*w£>*4, a,*., of Aberdeen ... 10

TH»Coi«oTTKBO»T4i»i<JBffittHT have to state that during the past year (1874) the BowjC23 460 on various Life-boat Establishments on tbe Coasts of England, Scotland, and Ireland,of 7i3 persona from various Shipwrecks on oar Ooaata, foe which service* it granted 29 Bih

Syersan, ship, of Yarmouth,

Banih Jff, Viidman, barqne. ofYarmouth, N.8. —rendered

Sarah, brig, of Whitby 6Sir liitfiam Pulteney, brig, ef

Sopfiirt and Isabella, schooner.of Lowestoft — rendereA as-sistance.

flrith— savftl ve»ie] andrr w fi 1Thamae, brig, of Whitehaven . 6 1Three fishing boata, of fiacfeie 17Topaz, schooner, of Glasgow —

remained by vessel.Utility, brig-, of Wbrfr/ngton . 8Vnca*, brigaaUne, ot Stefiu-

Fentw, smack, ot Dougto —saved ves^l and .... 4

Victoria, schooner, of Blyth ... 6Vilh des Cottett, chassv nwree, of

rough — remainad bf vessel.f

Total iivefl wved by Llfe-boata, in 1874, in addition toIfivewela 643

Poring the same periodthe Institution granted re-wards for earing Lives byflabiny and other fc»to .... 170

™ —

Total of Lives saved. \r,-,ain. Twelve M.ont!os . . }

x NATIONAL LWB-BOAT INSTITUTIOH eipendeda addition to having contributed to the savingir Hedftls and Votes of Thanks on VeUtuo, and '

pecuniary rewards to the amount of £2.413.The number of lives saved either by the tUo-boats of tbe Society, or by special exertions for which It baa granted Rewords, since ite

formation, is 23,440 ; for which Services 91 Gold Medals, 864 Silver Medals, and £46,000 in cash have been paid in Rewards,Tbe expense of a Lite-boat, its equipment, tranaporting-carriage. and boat-boose, averages XSOO, in addition to j£70 a-year needed, to !

keep the eetabUshment in a sWbe of efficiency. • %Donations and Annual Sêriptvnu will be thankfully received by the Bankers of tbe Imsatatfcra, Messrs, Wruja, PSBCIYAI+ and Co,

78 Lombard atre&i; by ftU the other Banker* in the United Kingdom ; and bj toe fiectetwry. BlcuA&n LHWIB, Esq., at tbe Institution. 14 JOHNSTBBKT. ADBLPBI. London, W.O^— Itt tfovetnber, 1875.

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