THE LIFE-BOAT. · 2017. 1. 5. · NOVBMBBB 1, 1890.] THE LIFE-BOAT. 419 is obtaine througd wateh r...

THE LIFE-BOAT.JOUBNAL,

OF THE

IRc^al Bational %tfe*Boat Jnstitutfon,(ISSUED QCARTKBLY.)

VOL. XIY.—No. 158.] NOYEMBEB 1, 1890. f PRICE Sd.\WITH WBECK CHART.

THE FIEST STEAM LIFE-BOAT.

THE recent notices in the press, bothwritten and pictorial, of the latest pro-duction of the ROYAL NATIONAL LIFE-BOAT INSTITUTION—" the first steam Life-boat "—have been so full, that we can quiteimagine some of the Society's friends andsupporters, on opening the present num-ber of the journal, and seeing the headingof this article, exclaiming, " What, again!C'est vraiment trop fort! " but we hopethose inclined to do so •will forgive us foronce more dwelling on the subject, onaccount of the important bearing it has onthe mison d'etre of this Institution, namely" Saving Life from Shipwreck;" also, ifwe may so say, the evidence it gives thatthe Institution is not resting on its laurels,bnt is still quite alive to the necessity forkeeping pace with the times, by taking ad-vantage of every advancement of scientificresearch, combined with the results ofpractical experience that bear on its work.Indeed, we may in the present case almostclaim that it has gone farther than that,and by building this boat has embarkedon the often dangerous and alwajs costlyundertaking of proving the value of newideas. The outcome of the previous stepstaken by the Institution to promote theproduction of a really serviceable steamLife-boat were not encouraging to the adop-tion of such a coarse. It will be rememberedthat so late as May, 1886, the General Com-

mittee of the Institution appointed a sub-committee to inquire into tho practic-ability of applying steam to Life-boats,which, after having examined the modelsof steam Life-boats exhibited at the Liver-pool International Exhibition, and havingheard the evidence of the coxswains ofLife-boats on different parts of the coastwho were best able to speak of the assist-ance to be obtained from steam in carryingout the Life-boat work, came to the con-clusion that they were then unable to recom-mend the adoption of any pattern of steamLife-loot. Again in 1887 the Committeeoffered gold and silver medals for the best

! models or drawings of a steam Life-boat,1 and the three most competent experts,entirely independent of the Life-boatInstitution, who accepted the office ofjudges of the competing schemes, someof which came from the Continent andAmerica, after full and careful examina-tion, reported that they could not awardany medals, because none of the modelsmet the requirements of the Institution.

The next movement, which has resultedin the construction of the boat now underconsideration, was initiated by Messrs.B. & H. GBEEN, the well-known ship-builders of Blackwall, who in the earlypart of 1888 laid before the Committeeplans for the construction of a steam Life-boat. After various modifications had

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418 THE LIFE-BOAT. [NOVEMBER 1, 1890.

been introduced, which were the result ofconsiderable consultation between Messrs.Green, the Committee, and the professionalofficers of the Institution, the plans werefinally adopted and the boat ordered tobe built. These plans contained severalpeculiarities, if not absolute novelties.The first place amongst these must, wethink, be given to the method that wasadopted for propelling the boat, viz.,the much-controverted turbine, or hy-draulic system. The alternative musthave been the screw-propeller in someform, because paddle-wheels were ob-viously inadmissible for such a purpose.

The advantages of the screw wouldhave been lighter engines and boiler,developing less horse-power to obtain thesame speed in moderate weather and fairlysmooth water, and consuming less fuel,thns increasing the steaming power of theboat as measured by the number of hoursfor which fuel could be carried. Againstthis had to be put the certainty of thepropeller in a vessel of the unavoidablylight draft of water indispensable for aLife-boat, being constantly lifted out ofthe water by the motion of the boat, evenin an ordinarily rough sea, and very muchmore so in the seas a Life-boat is calledupon to face, and to face successfully. Abird's-eye consideration of the duty of thescrew and how it performs it, will, wethink, make clear to the uninitiated theinevitable result of its being thus liftedout of the water. The screw (or screw-propeller), as its name signifies, forces theship forward, or rather takes the shipforward or backward with it, by its actionon the water, on exactly the same principleas a screw penetrates into a piece of wood,or a corkscrew into a cork, the power thatenables it to do so being that exerted onit by the engines in the former case, andby the hand that turns the screw-driveror corkscrew in the latter. Water, ofcourse, is not a so strongly resistingmedium to the screw as the more solidwood or cork referred to, but it is aresisting medium, or no advance wouldbe made by means of the screw. The

consequences of lifting the screw out ofthe water, or resisting medium, with thepower employed to force it through itbeing still exerted, are 1st, such a suddenincrease in the motion of the enginesfrom the resistance being withdrawn(technically called " racing") as en-dangers their breaking down unless atonce checked. 2nd. All power to propelthe vessel in the direction desired is loston the withdrawal of the resistance to thescrew which gave such, power. A screw-propeller also runs very considerablerisk of injury should the boat strike theground, and is very liable to be injured,and perhaps stopped working, by anyfloating wreck or ropes coming in contactwith it.

The turbine, or hydraulic propeller, isin great measure free from these dangers,the speed of the vessel being practicallyobtained through the force exerted by avery powerful centrifugal pump, takingin its water through a supply-orifice inthe bottom, and discharging it at thesides through outlets pointing in theopposite direction to that in which it iswished to propel the boat; so that so longas the orifice in the bottom is underwater, and free to admit the requiredquantity, and the outlets in the side aiealso free, the motion of the boat due tothe action of the sea, however great,cannot check or diminish the steady flowof power being exerted to propel her,although it and the action of wind andsea will, of course, diminish the effect ofthat power to a certain extent, but notmore than it would •were the boat pro-pelled by a screw.

Another material advantage of theturbine consists in the greatly increasedpower of manoeuvring the vessel that itoffers over that given by the screw. Oneof the principal reasons of this advantageis the facility with which the direction inwhich the water is discharged, eaa bechanged, without interfering with therunning of the engines or the working ofthe pump in any way.

As before said the motion of the boat

NOVBMBBB 1, 1890.] THE LIFE-BOAT. 419

is obtained through water discharged bythe pump in a direction opposite to thatin which it is desired to propel her. Thisdirection is changed wholly or in part bymeans of a valve or shutter acting in thepipe leading from the pmaptothe outletson each side of the boat. The positionof these valves determines the directionof the outflow of the water on either sideof the boat, so that the two sides can bedischarging for going ahead, or one aheadand one astern, or one set stop and theother going ahead or astern, either full orslow speed, without stopping, or in anyway interfering with, the working of theengines, and consequently the amount ofwater discharged by the pump. Of coursethe complete alteration of direction IBobtained by putting the valves so as toshut close the outlet for the oppositedirection; partial alteration by puttingthe valve into such a position as to divide

i the outflow throngh the two outlets inthe proportion necessary to obtain theaction on the boat that may be required.

To neutralize the action entirely, or toproduce the position of the enginesstopped, one half of the outflow is directedthrough each outlet. These valves areworked at will by handles on deck, and theaction is so instantaneous that even whengoing between 8 or 9 knots an hour theboat is stopped dead in 13 seconds, and,when laying stopped, headway is obtainedagain in 4 seconds. The power abovedescribed is also efficiently available forturning the boat round whilst laying stillin the water, or for steering the boat wheneither going ahead or astern, in case ofloss of, or injury to, the rudder. Not onlyall seamen, but any one who may havewatched the evolutions of laying a smallpassenger steamer alongside a pier, withthe various stopping of the engines, andstarting in opposite directions to obtainthe desired position, will readily realizethe immense advantage the power abovedescribed must be to a vessel employedon such work as that of a steam Life-boat,where rapidity of movement, combined!with facility for manoeuvring is a most re-

quisite if not absolute sine qua, non, moreparticularly when, as in this case, the poweris exerted without incurring any of thedelays and possible uncertainty of actioninseparable from stopping and startingthe engines, for they continue on theireven course, pumping out a volume ofwater without the slightest regard as tothe direction in which it is going, or theaction they are exerting through its agencyon the motions of the vessel.

Against these great and most valuablequalities of the turbine or hydraulicprinciple of propulsion for the purposesof a steam Life-boat, must be placed thefact that in consequence of it not beingso economical a speed producer as thescrew, larger and heavier engines andboiler, developing considerably more horse-power, are necessary, to ensure the requisitespeed; these are accompanied by the in -evitable greater coal consumption, andconsequently shorter steaming capacity, ascalculated by coal supply, as compared witha screw-propeller. In addition to these itmay strike some people that the propellingpower being dependent on the constantfree admission of a large body of waterthrongh the intake (amounting, whenworking full speed, to a ton a second),the suction near the intake must be sogreat that it would be very liable to drawin any piece of wreck, etc., passing nearit, and so cut off the supply either whollyor in part. Very exhaustive experi-ments fully described later on in thisaccount, proved conclusively that so farfrom this being the case, the system

ssed scathless through tests thatcould not have been applied to any otherknown propeller without stopping it.We cannot but anticipate a general con-currence in the view of the Institution,that for purposes of a steam Life-boatthere can be no comparison between theadvantages to be obtained from theturbine as compared with the screw orany other known propeller.

The material selected for her construc-tion was the very best steel that could beprocured, and in making the various joints

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420 THE LtPE-BOAT. [NOVEMBEB 1, 1890.

and attachments of the different parts,one third more rivets were put in than isusual in torpedo boats, or other smallvessels of that class. Where a seamwould have been double riveted in atorpedo boat it is treble riveted here,and there is not one single-riveted seamthroughout the vessel. The total numberof rivets nsed was 72,000. The vesselis divided into fifteen watertight compart-ments, all in connection with the bilge-pumps and steam ejectors, of •which thereare two powerful ones on board. Every-thing possible has been done to combinelightness and strength with great stabilityand seaworthiness. Her stability vanishesat 110°, that is to say, when the mast issufficiently far below the surface of thewater to make an angle with, it of 20°between it and the surface.

An interesting and convincing practicaltest of her stability that was made washeeling her over by means of a parbuckleand steam-crane, with all her weights onboard and in their places, to an anglefar nearer to her beam-ends than she isever likely to be thrown at sea, andwhence, had her stability not been stillvery great, as proved by the strainnecessary to bring her there, she wouldhave fallen over bottom up. Her lengthis 50 feet, her breadth—"moulded"—is12 feet, her extreme breadth 14 • 3 feet, andher depth 3 feet 6 inches. Although nota self-righting boat, she is to a certainextent planned after them by having modi-fied end boxes, on the same principle andpartly for the same purpose answered bythose of a self-righting boat, viz., to givebuoyancy at the extremes in a heavy sea,and increased stability when thrown onher side, which fchey do by offering resist-ance to her going any farther. She isdecked all over, and the necessary accom-modation and shelter for the crew andpassengers is obtained by lowering thedeck in the space between the after end ofthe engine-room, and the after air-boxfrom the level of the gunwale to aboutthree inches above the water as in theInstitution's self-righting boats. This

space will hold from 35 to 40 people,and means are provided for freeing itfrom any water that may break on board,by valves in the deck in the ordinaryway. The engines are of the horizontaldirect-acting compound surface-condens-ing type, with cylinders of 8J inches and14£ inches diameter, and a 12 inchesstroke. The boiler is of Thornycroft'spatent tubulous pattern, having a heatingsurface of 606 feet, and 8£ square feet ofgrate surface, loaded to 125 Ibs. Fullspeed is obtained by forced draught, thefan for which runs at about 1,000revolutions a minute. At utmost speedthe engines ran at about 430 revolutions,and the highest speed attained at themeasured mile was 9-17 knots. Althoughconsidered per s« this is not a very highspeed for the horse-power developed in &vessel of these dimensions, it is ample forthe purpose required, and more thanwould be nsed against a heavy head sea,such as the Life-boat will have to en-couuter, without the imminent risk ofserious damage to both vessel and hercrew, from the greatly increased force itwould add to the blow of a breaking seameeting the vessel. So far as the condi-tions of weather have hitherto permitted,her various qualities and fitness for thework she is intended for have been tested,but the boat cannot be said to have yetfinally passed from the experimentalstage, nor do we think she ought to beconsidered to have done so, until she hasmore than once successfully passed thecrucial test of going off to outlying sandsin a gale of wind and saving life. Onavery interesting proof of her qualities, orrather of the non-existence of a possibledanger, is given by the experimentscarried out to ascertain the liability ofthe inlet for the water to the pump tobecome choked by wreckage, etc. Forthis purpose three apparatus or trapswere prepared for her.

No. 1 consisted of two pieces of boats'mast 6 feet long, attached to each otherby a rope 24 feet long, having seven oreight pieces of rope alternately double and

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422 THE LIFE-BOAT. [NOVEMBER 1,1890.

single, and each a fathom long hangingfrom it. No. 2 consisted of a rope 24 feetlong, with pieces of irregularly brokenwood, each about 2 J feet long, and from 2to 4 inches in circumference attached to itat 2jj feet apart, reminding us much of thekite-tails of our boyhood very mnchmagnified.

No. 3 consisted of a boat's sail.Whilst steaming down the Thames, for

the purpose of carrying out these tests, alarge number of pieces of wood of varioussizes and old grass sugar bags were fallenin with; the boat was directed over themso that a large number of pieces werefairly struck and pressed down by thestem; with the result that none weredrawn into the intake but all passedclear. Nos, 1 and 2 arrangements,although thrown overboard several timesin each a way as to ensure their passingthe intake whilst the engines were work-ing, entirely failed to affect it. No. 3, theboat's sail, when put over the bows andheld there whilst the boat was steamingahead long enough to ensure its being laidout fiat under the bottom and then let go, didchoke it, bnt when thrown overboard andthe boat steamed over it, quite failed to do so.

We think this notice of the steam Life-boat -would be incomplete and possiblymisleading to many of our readers, with-out some slight forecast of the probableeffect this experiment, if completely suc-cessful, will have oa the organisation andpropulsion of the Institution's fleet.

The conditions under which the workof the Life-boats of the Institution iscarried out, inevitably vary with theposition and requirements of each station,and may be fairly classified as follows:—

1st. Boats kept afloat at moorings forservice principally on outlying sands.

2nd. Boats launched from the beachfor service on outlying sands.

3rd. Boats launched from slipwaysspecially constructed for the purpose, forservice on either outlying sands or themain shore.

4th. Boats on carriages for transportingto any part of the shore, to be launchedfrom the carriages into the surf, andprincipally required for wrecks on. or nearthe main shore.

The great unavoidable additionalweight entailed by the engines, boiler, coal-supply, etc., would render steam quiteinapplicable to class 4, which comprisesabout four-fifths of the total number ofthe fleet, and in which weight, both as itaffects the land transport and the draft ofwater, is a matter of vital importance,indeed, to such a degree is it so, that itoften governs the dimensions of the boatto bo given to a station.

The same difficulty would also holdgood in class 2, the weight being entirelyprohibitory.

In class 3 the conditions and require-ments vary so much that there are veryfew, if aay, stations to which steam wouldbe suitable. This leaves ouly class 1,which comprises a very small number ofboats.

Another important element of thequestion which must be considered, inadministering the funds of an Institutionentirely supported by Yoluntary Contri-butions, is the enormous increase ofexpense inseparable from the buildingand maintaining of boats such as we havebeen describing.

NOVEMBEE 1, 1890.] THE LIFE-BOAT. 423

ADDITIONAL STATIONS AND NEW LIFE-BOATS.

ST. AGNES, SCILLT ISLANDS. — TheROYAL NATIONAL LIFE-BOAT INSTITUTIONhas formed a new Life-boat establishmentat Priglis Bay, St. Agnes, it being con-sidered very desirable to place a secondLife-boat on the Scilly Islands. The newboat is 34 feet long, 7J feet wide, androws ten oars, double banked. It is fitted 'with a sliding keel, also with two water- 'ballast tanks which are intended for usein the event of the drop keel having to beslipped. The boat is also provided witha transporting and launching carriage,and a substantial house and launchingslipway have been built for it. The costof the new station has been partly metfrom a legacy bequeathed to the Institutionby the late Mr. JAMES Goss, of Stratford !Green, and the boat is named the James 'and Caroline. The new Life-boat stationwas publicly inaugurated on the 28thAugust last under the superintendence ofCommander BEDDOES, E.N., District In-spector of Life-boats. The naming cere-mony was performed by Mrs. DOBBIENSMITH, wife of the President of the Branch.

THOBPENESS, SUFFOLK.—A new sliding-keel Life-boat has recently been sent toThorpeness, in lieu of the one stationedthere many years since. The new boat is39 feet long and 9 feet wide, and, asdemonstrated at the harbour trial, willself-right if capsized with all the crewand gear in, masts up and sails set. Thecost of the new Life-boat has been defrayedby Mrs. C. NOBTH GBAHAM, of Weybridge,and her sons and daughters, in memory '

of the late Mr. GRAHAM who died in thespring of last year and it is named theChristopher North Graham. It waspublicly named and launched at itsstation, under the superintendence ofMr. C. E. F. CUNNINGHAME GBAHAM, Dis-trict Inspector of Life-boats to the In-stitution, on Tuesday, the 8th July last.The interesting proceedings were witnessedby nearly a thousand persons, comprisingthe fishing population of Aldborough,Sizewell, Thorpe, &c. The beach hadbeen very prettily decorated with flags,&c., by the Coastguard. Prior to thelaunch a short meeting was held in amarquee, which had been neatly adornedwith cut flowers and appropriate mottoes,and presented a charming appearance.The chair was occupied by Mr. G. STUABTOGILVIE, J.P., who opened the proceedingswith some appropriate remarks on thegood work which had been done by theThorpe Life-boats in the past, which hestated had been launched 33 times onservice, and had been the means ofsaving 93 lives from 17 wrecks, besideshelping to rescue two vessels from destruc-tion. He also commended the importantservice rendered by the BOTAL NATIONALLIFE-BOAT INSTITUTION to the sympathiesof all his hearers. Mr. NOBTH GRAHAMthen said that he had much pleasure onbehalf of his mother in handing over theLife-boat to the Institution. The DistrictInspector acknowledged the gift on behalfof the Parent Institution in suitable terms,and then transferred the boat to the chargeof the Local Committee.


Mr. STUART OGILVIE, replying for theCommittee, observed that the boat wouldbe appreciated by the erew, and used bythem in a skilful and fearless manner•when occasion demanded. It had beenMs pride and privilege to be rearedamongst those men from infancy to man-hood, and he had been an eye-witness ofmany a heroic act of bravery and self-saerifice upon that very beach. He wassure they would be able to find a crewworthy of that splendid boat wheneverthe warning rocket sent its fiery signalinto the stormy sty. In the name of theCommittee Mr. Oan/ra; offered Mrs.GBAHAM, through her son, their heartiest,warmest and sincerest thanks for present-ing so handsome a boat to the district.

Mr. NOBTH GBAHAM, in response, ex-pressed the hope that the boat would doa great deal of useful work.

Prayer was then offered by the Rev. C.MAKEPEACE, Yicar of Aldringham, and thewell-known Mariner's hymn, "EternalFather, strong to save," was heartilysung.

A vote of thanks was passed to Mr.STOABT OGILVIE for presiding, and thelatter gentleman, in responding acknow-ledged his indebtedness to Mr. NUNN,their esteemed Honorary (Secretary, forthe excellent way in which he had carriedout all the arrangements. The boat layon the " ways " near the Thorpeness Life-boat Station, and thither the companyrepaired to witness the launch, which wassuccessfully effected after Miss EDITHLILIAN GBAHAM, daughter of the donor,had performed the ceremony of naming theboat the Christopher North Graham afterher late father. Although there was notmuch sea, and the wind was squally, stillwhat was seen of the performance of theboat under sail was much appreciated bythe crew, and great satisfaction was ex-pressed. Later in the afternoon a tea wasgiven to about forty of the crew andbeachmen by Mrs. NOBTH GBAHAM in themarquee, and was thoroughly enjoyed bythem.

CABNSOBE, Co. WEXFOBD.—This Life-boat station has been provided with anew 37 feet drop-keel Life-boat, the costof which has been met by a benevolentlady who prefers not to make her namepublic. In accordance with her wishesthe boat has been named the Robert Fitz

< Stephens. The local Honorary Secretaryou reporting the arrival of the new Life-boat at its station, stated that the cox-swains and crew who brought her round

I by sea from Wexford were very muchpleased with her, and were much struckby her powers of sailing. Although thesea was smooth they had a stiff breeze,and she beat against it, as one of themdescribed, " like a yacht."

KINGSTOWN, IBELAND.—The Institutionhas recently placed at this important porta Life-boat to be kept moored afloat. Itis one of the largest self-righting Life-boats, 42 feet long by 11 feet wide, and isto be maintained as an addition to thesmaller boat kept in the Life-boat housein compliance with the request of theLocal Committees, coxswains and crew,concurred in by the District Life-boatInspector, and the Chief Inspector ofLife-boats to the Institution. On tbe15th August, shortly after the boat arrivedat its station, it was blowing very hard,the wind gauge indicating forces 9 and 10in the squalls, i.e., a strong gale to a wholegale. It was determined to take thatopportunity of trying the new Life-boat,and accordingly the crew were musteredand the boat proceeded out, having onboard the Local Honorary Secretary,Captain the Hon. F. G. CBOFTON, E.N.,and the District Inspector of Life-boats,Lieut. H. T. G. TIPPING, It.lv. The boatwas reported to have behaved beautifully," being as stiff as possible, and as weatherlyalmost as a cutter yacht." The crew andall had the greatest confidence in her, andfelt satisfied that she was " fit foi anywork, and would do anything she was

WEXFOBD, IBBLAND.—A precisely simi-lar Life-boat to the foregoing has beendespatched to this station, to take theplace of a somewhat smaller one whichwas placed there many years since. Thisboat is also kept afloat, always ready forservice when needed. The supersededboat had done excellent service, havingbeen instrumental altogether in saving94 lives.

KILDONAN, ISLE OF ABBAN.—This Life-boat Station has also been furnished witha new Life-boat and transporting carriageand the boathouse renovated—thus

NOVEMBER 1, 1890.] THE LIFE-BOAT. 425

virtually making it equal to a new Life-boat establishment. The Institution isindebted to an old friend and former Life-boat donor, Miss PRINGLE KIDD, of Lass-wade Bank, Dalkeith, for the funds todefray the charges thus incurred. Theboat, which possesses water ballast, is 34feet long and 7^ feet wide, rowing 10 oarsdouble banked. On the 26th August lastthe public inauguration of the renovatedLife-boat Station took place under thesuperintendence of Mr. KEPPEL H. FOOTE,the District Inspector of Life-boats. Theproceedings were commenced by Mr.ALFBED COOPER, of Cooper Angus Lodge,who occupied the Chair. After he hadmade a few remarks, Miss PHINULE KIDDin well-chosen words presented the Life-boat to the Institution, the gift beingacknowledged by the District Inspector,and the charge of the boat being for-mally accepted by Mr. PATRICK MURRAY,the Local Honorary Secretary. A hymnwas now sung and prayer offered by theBev. P. BOBEBTSOW, the Established ChurchMinister of Lamlash—after which the

boat was named by the donor David and\ Elizabeth, the Brother and Sister, Life-boat.Immediately afterwards it was launchedand exercised under oars and sail in amoderate North Westerly gale, all theproceedings passing off in the mostsatisfactory manner, although the dayunfortunately was very wet.

TBAMORE, COUNTY WATEHFOKD.—TheLocal Committee having reported that theCoxswains and crew urgently desired to besupplied with a much lighter Life-boat,better suited to the requirements of theirsoft beach, the Parent Institution, hasaccordingly, after consultation with them,supplied them with a boat of the type theyhave chosen, viz., one of Messrs. WOOMEAND SON'S " Insubmergible " Life-boats,30 feet long, 8 feet wide, and rowing 10oars. double banked. It is furnished witha new transporting carriage and is namedthe Henley, its cost having been defrayed

] from a legacy bequeathed to the Institutionby the late Mr. GEOBGE HENLEY, of High-bury, for a Life-boat, to bear that name.

THE RULES MADE BY THE BOARD OP TRADE UNDER THELIFE-SAVING APPLIANCES ACT, 1888.

THESE rules, which are to come into effecton the 1st of November, were signed

I a few days ago by Sir MICHAEL HICKS-BEACH, and have just been presented to

j Parliament. They are certainly of a mostelaborate character—it is difficult to seehow this could have been avoided—butare clearly and well drawn, and thoughthey cover some seven pages of theordinary Blue Book size, there should notbe much difficulty in understanding them.First, British ships are arranged indivisions and classes; then the numberof boats of various characters, and otherlife-saving appliances, are specified foreach of these classes; and, last, the boatsare tabulated according to their character.Eules are added with regard to the lower-ing appliances for the boats and theequipments for them, and for life-rafts,and approved life-belts and life-buoys aredescribed. The ships are divided intofour divisions, containing in all twelveelasses, from A, Class 1 (emigrant pas-senger steamships) to D 3 (inland waterspassenger steamships); and the following

are the requirements in an epitomisedform:—Ships of Division A, Class 1, mustcarry, under davits, fit and ready for use,

; and with the specified appliances and[ equipments, boats according to a table.i This table, called Table (c), contains a| scale graduated according to the size ofthe ships. For instance, vessels of 100,1,000, 5,000 and 9,000 gross tonnage areto carry respectively two, four, ten, andfourteen boats of 250, 1,200, 8,400 and5,250 minimum cubic feet contents. Halftheir boats are to be Section A or Section Bboats (Life-boats of two qualities). Theremaining boats may be Section C (third-class Life-boats) or Section D (ordinary

'• wood or metal boats), but not more thantwo may be Section D boats. If theseboats will not hold all on board, thenadditional wood, metal, collapsible orother boats or life-rafts, of approveddescription, are to be carried. These areto be at least three-quarters of the cubiccapacity of the boats compulsory underthe table. In addition, one life-buoy forevery boat tinder davits, and a life-belt

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426 THE LIFE-BOAT. [NOVEMBEE 1, 1890.

for each person on board is to be taken.A proviso is added that no ship of thisciass is required to carry more boats orrafts than will furnish sufficient accom-modation for all persons on board. Tosave repetitioa, we may say that thisproviso is repeated with regard to allforeign-goingpassertger vessels. Division A,Class 2, contains foreign-going passenger(not emigrant) steamships, which aresubject to exactly the same requirements.Probably they are separated in view ofdistiii ction in some f n tnre rules. Division A,Class 3, refers to home-trade passengersteamships. These must carry boats underdavits in accordance with Table (c), pre-cisely as the two classes last mentioned.If these are not enough for all on board,then in like manner additional boats orraft of a capacity equal to half (instead ofthree-quarters) of the cubic capacity ofthose compulsory under the table.' Ifthis is not practicable, an equivalentnumber of buoyant deck seats or fittingsmay be carried. The life-buoys are to bea minimum of six, and life-belts for all onboard are required. Division B, Class 1(emigrant sailing vessels), and Division B,Class 2 (foreign-going passenger sailingships), are also linked. These also are tocarry boats in accordance with Table (c)," as far as practicable" under davits.These boats and the additional life-savingappliances, life-belts and buoys are alsoto be as for Division A, Class 1. Division B,Class 3, includes foreign-going sailingships not carrying passengers. These areto caiiy Life-boats (of Sections A or B)sufficient for all on board, and one ordinaryboat. These are to be, as far as practicable,under davits. A life-buqy for each boat,and life-belts, one for each person, arealso required. Division B, Ciass 4, includesforeign-going steamships not certified forpassengers. They must carry, under davitson each side, sufficient boats to accommo-date all on board, one being a Life-boat,the Life-boat on one side being of Sec-tions A or B, and on the other side ofSections A, B, or C; also six life-buoys,and a life-belt for each person. Division C,Class 1, contains home-trade steamshipsnot certified for passengers. These arebound by exactly the same rules as thelast class, except that each Life-boat maybe of any Section, A, B or C. Division C,CJass 2, contains home-trade sailing shipsnot carrying passengers. These must

carry wood or metal boats, " in such a.position as to be readily got into thewater," sufficient for all on board, eachboat to be provided with a gallon of oilin a vessel of approved pattern for dis-tributing it in the water in rough weather.Division D, Class 1, contains the steam-ships which are certified to carry pas-sengers only " on short specified passages "along the coast of the United Kingdom orbetween Great Britain and Ireland, orbetween Great Britain or Ireland and theIsle of Man. Ships of this class mustcarry boats under davits as required byTable (c). Half of them must be Life-boats of Sections A or B; and the otherhalf, if not of Sections A or B, must be ofSection 0. If these boats do not furnishaccommodation for all, then additionalwood, metal, collapsible, or other boats, orapproved life-rafts, shall be carried ofcubic capacity at least half the Table (c)boats. The proviso is added that, if it isnot practicable to carry all the additionalboats or life-rafts, the deficiency may bemade up by the supply of " an equivalentnumber " of approved buoyant deck seatsor other buoyant deck fittings. Life-belts,one for each person, and a life-buoy foreach boat, but not less than six of thelatter, are also to be provided. An addi-tional proviso follows that not more of theboats and other appliances are requiredthan will furnish accommodation for allon board. Division D, Class 2, containssteamships carrying passengers on shortexcursions or pleasure trips to sea, or inestuaries or mouths of rivers during day-light. These are to carry at least twoLife-boats of Sections A, B, or C, underdavits, and also " other boats approvedbuoyant apparatus and (or) approved life-belts " sufficient, with the Life-boats, tokeep afloat all the persons on board theship, there being at least four life-buoys.Division D, Class 3, provides for steam-ships carrying passengers on rivers andlakes, but not going to sea or into roughwaters. These are to carry one boat insuch a position that she can readily begot into the water, and also approvedbuoyant apparatus, life-belts, or life-buoyssufficient, together with the boat, to keepafloat all persons carried on board, and atleast four approved life-buoys are to becarried. Finally, follow general rules.First a description is given of the con-struction and equipment of the boats. A

1, 1890.] THE LIFE-BOAT. 427

Section A boat is a Life-boat, with one-tenth of her capacity of enclosed air-tightcompartments; a Section B boat is asimilar boat, with at least one-half thebuojancy apparatus attached to the out-side ; a Section 0 boat is a Life-boat havingbuoyancy apparatus equal to one-half thatof a Section A or B boat, and a moiety ofthe apparatus must be attached to theoutside ; a Section D boat is " a properlyconstructed boat of wood or metal," anda Section E boat must be " of approvedconstruction, form, and material, and maybe collapsible." Eules 2 and 3 state howthe cubic capacity of the boats is to bemeasured, and how many persons each ofsuch boats shall be deemed fit to carry.Bale 4 states the conditions which theappliances for lowering boats must fulfil.Eule 5 deficea the compulsory equipmentsfor all boats. These are a full complementof and two spare oars, two plugs to eachplughole, and a set and a half of tholepins, or crutches, a sea anchor, a baler, arudder and tiller, or yoke, a painter anda boat-hook, and also a vessel to be keptfilled with fresh water. Life-boats ofSection A or B, or four at least of them,if the ship carries more, are to have asadditional equipment two hatchets, a mastand sail, a line becketed around the outsideof the boat, an efficient compass, a gallonof oil and distributing vessel, and a lanterntrimmed with oil in its receiver sufficientto burn eight hours. Most of the smallgear specified above is to be permanentlyattached to the boat by sound lanyards.Eule 7 leaves it to the Board of Trade todetermine the number of persons that anyapproved life-raft shall be deemed capableof carrying, subject, however, to the

regulation that for every person so carriedthere shall be at least three cubic feet ofstrong and serviceable enclosed air-tightcompartment. Eule 8 defines buoyantapparatus. This must not require to beinflated before use, and is to be consideredefficient for the number of persons to beascertained by dividing the number ofpounds of iron which it is capable ofsupporting in fresh, -water by 32. A life-belt, by Kule 9, must not require inflation,and must be capable of floating in thewater for twenty-four hours with fifteenpounds of iron suspended from it, andmust be cut out two inches under thearmpits. A life-buoy may be either ofsolid cork or of any other substance,provided it is not staffed with loosematerial, or requires inflation before use,and must be capable of floating in thewater for at least twenty-four hours withthirty-two poands of iron suspended fromit. Eule 11 is to the effect that all life-buoys and life-belts shall be so placed asto be readily accessible to all persons onboard, so that their position may be knownto those for whom they are intended. Thelast Eule is that when ships of any classare divided into efficient water-tight com-partments to the satisfaction of the Boardof Trade, they shall only be required tocarry additional boats, rafts, and otherlife-saving appliances of one-half of thecapacity required by these rules. Theregulations are, no doubt, elaborate, butthey are not difficult to understand; andthere is no reason, as far as we can see,why they should not work put fairlyand smoothly in practice.—Prom TheShipping and Mercantile Gazette, 8rd July,1890.

THE WRECK EEGISTEE AND CHAET FOE THE YEAE ENDEDTHE 30th JUNE, 1889.

matters connected with the sea mustnecessarily be of deep interest to thepopulation of a great maritime nationsuch as ours, dependent to so great anextent, even for the common necessaries oflife, on those that " go down to the sea inships." "We feel therefore that ourreaders will be glad to have a digest ofthe very important information, supplied

to us in the elaborate and admirablyarranged tables recently issued by theBOARD OF TRADE in the shape of a BlueBook, containing some two hundred pages,compiled from the Wreck Register for theyear ended the 30th June, 1889. Thefigures and general information givenafford a strong proof of the importance ofthe work carried on by the EOTAL NATIONAL


LIFE-BOAT INSTITUTION, the sole objectof which is to prevent loss of life andproperty.

As owing to the improvement in tradethe number of out-going and in-comingvessels considerably increased during theyear ended 30th June, 1889, we are notsurprised to find that there was a corre-sponding increase in the same period inthe number of vessels meeting withcasualties, the total number having in-creased from 4,004 to 4,272, an excess of268 over the previous twelve months;but notwithstanding this somewhat con-siderable increase in the number of casu-alties, it is a matter for no Jittlecongratulation that the number of liveslost as a result of the 4,212 casualties wasonly 457, a decrease of 114 as comparedwith the preceding year, that is to say, afalling off of almost 20 per cent.

The 4,272 casualties, although veryvarious and miscellaneous, may begenerally and fairly classified thus:—Total loss, serious casualties, and minorcasualties. Under each of these heads anincrease is shown; those of total loss andserious accident conjointly giving a totalof 1,549, or 98 more than in the previousyear, while the minor accidents increasedfrom 2,553 to 2,723, an increase of 170,The proportionate increase, however, inboth cases was almost identical. Life waslost in 130 cases of casualty, a total notcomparing altogether favourably with theyear before when the number of casualtiesresulting in loss of life was less by 15.

More than a third of the casualties,namely 1,483, were collision cases, anincrease of 70 as compared with the year1887-8. Excluding collisions, however,we are glad to find that the total losses fellfrom 319 to 295 ; but on the other handthe serious casualties increased from 723to 804, and the minor accidents from1,549 to 1,690. Of ^- 4,272 vesselsmeeting with misadventure 3,844 wereBritish and Colonial ships and steamers,and 428 Foreigners, the percentage ofincrease in the case of the latter beingdouble that of the former, which speaks

well both for our vessels and the seaman-ship of our men.

It is interesting to note the variouslocalities of the casualties—excludingcases of collision—as indicating thoseparts of our " inhospitable shores " whichincurred most loss from rough or foggyweather during the year under considera-tion. The localities were as follows: —East coast of England, 811; south coast,558; west coast of England and Scotland,and east coast of Ireland, 929; northcoast of Scotland, 113; east coast of Scot-land,'187, and other parts, 191. Total2,789, or 198 more than in the previousyear. It will be seen that these figuresgiro an increase in the number of casual-ties on all parts of the coast.

The number of lives lost as a result ofthe 4,272 casualties was as follows:—East coast of England 75, or 25 less thanin the preceding twelve months; southcoast of England 186, or 42 less than theyear before ; west coasts of England andScotland, and east coast of Ireland 68, agratifying decrease of 64, as compared withthe previous year; north coast of Scotland26, or 9 more than in the year 1887-8;east coast of Scotland 12, exactly half thetotal for the preceding year; other parts90; total 457. From this we leatn thatthere was, excepting one unfortunateinstance, a very satisfactory decrease inthe loss of life all round our coast.

We have indicated in the accompanyingchart, by means of black dots, the exactlocality where all the principal casualtitsoccurred during the year ended the 30thJune, 1889, on the shores of the UnitedKingdom, the localities of collision easeswhich did not entail serious results notbeing noted. We have also shown theprecise position of the 300 Life-boatStations of the KOYAL NATIONAL LITE-BOATINSTITUTION, which have been establishedat those points, where it is thought mostprobable that the services of the Boatswill be called for.

Between 1861 and the 30th June, 1889,there were as many as 4,603 vessels,British, Colonial and Foreign, wrecked on


our shores, resulting in each case unfortu-nately in the loss of life, the total numbersof persons perishing bein0 21,020.

Glad as we are to note that the numberof lives lost during the year 1888-9 fellfrom 571 to 457, we cannot but feel thateven this comparatively small number isfar too large, and we trust that a stillfurther diminution, may be repotted whenthe tables for the subsequent year areissued. Of the 457 lives lost 441 werefrom British and Colonial vessels, and only16 from Foreign vessels. This is remark-able as in the previous year, when thenumber of casualties to Foreign vesselswas 376, or 52 less than in the year undertreatment, 238 lives were lost. It willbe seen therefore that nearly the wholeloss of life during the year 1888-9 fellon the crews of British and Colonialvessels. Of the 457 lives lost, 41 werelost in foundered vessels; in collision 176,or 50 less than in the previous year; 91in stranded vessels, or 42 more than in theyear 1887-8; 68 in missing vessels, andthe remaining 81 in explosions, washedoverboard, etc.

The fluctuation which takes place inthe number of the vessels meeting withcasualties each year is curious, as willbe seen from examination of the followingtable, dating back to June 1854—1854(last six months), 458; 1855,1,141; 1856,1,153; 1857, 1,143; 1858, 1,170; 1859,1,416; 1860, 1,373; 1861,1,494; 1862,1,827; 1863, 2,001; 1864, 1,741; 1865,2,012; 1866,2,289; 1867,2,513; 1868,2,131; 1869, 2,594; 1870, 1,865; 1871,1,927; 1872, 2,381; 1873 (first sixmonths), 1,206 ; 1873-4, 2,191; 1874-5,4,259; 1875-6, 4,554; 1876-7, 5,017;

1877-8,4,436; 1878-9,3,716; 1879-80,3,138; 1880-81,4,297; 1881-2, 4,367;1882-3, 4,363; 1883-4, 4,405; 1884-5,3,764; 1885-6, 3,596; 1886-7, 4,224;1887-8, 4,004; 1888-9, 4,272. Total,98,444.

Sad as it is to know that in the shortperiod of rather more than a generation24,859 lives have perished from shipwreckon our rocky shores, we are glad to beable to draw attention to the " silverlining " to the cloud which reveals to usthe fact that in the same period the Life-boats of the KOYAL NATIONAL LIFE-BOATINSTITUTION, and the other means rewardedand encouraged by the Institution, saved25,294 lives, BO that the number rescuedexceeded those lost by 435. Since thefoundation of the Society in 1824, up tothe present time (November 1890) theLife-boats and other means to whichreference has been made have been instru-mental in saving 35,134 persons from a

j watery grave—a grand record.Admirable service was also rendered

during the year 1888-9 by the 303stations of the Board of Trade, providedwith the rocket apparatus, which was themeans of saving 226 lives.

The fact that so many shipping casual-ties take place each year on our shores,and that so many human lives perish asthe result of those casualties, clearlydemonstrates the need and great valueof such an agency as the ROYAL NATIONALLIFE-BOAT INSTITUTION, and the presentseason of the year seems to present a verysuitable opportunity for appealing to theBritish Public for help to maintain inthorough efficiency such an important anduseful society.

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

HAUX.LETC, NORTHUMBERLAND. — Twomen returning from work early on themorning of the 15th March, 1890, saw thelights of a steamer ashore on the Bondi-carr Beef. A strong S. wind was blowing,there was a heavy swell, and the weather

I was hazy. They at once gave informationj to the coxswain of the Life-boat, who) immediately summoned the crew, and at

2.15 A.M. the Algernon and Eleanor waslaunched and pulled to the vessel, whichwas reached at about 3 o'clock. It was


found that she was the s.s. Eayle, of andfor Aberdeen from Sunderland, coal laden.She -was stranded on the reef but wasnot leaking at all, and the Life-hoat mentherefore took out an anchor, as the seawas too high to allow one of the ship'sboats to do so. This operation wasperformed twice, and was attended withsuccess, the vessel being got off at about8 A.M., and proceeding on her -voyage.

PALLING AND WINTEBTON, NORFOLK.—Daring a strong breeze from W.N.W., aheavy sea, and thick weather on the nightof the 21st March, the Palling No. 2Life-boat British Workman and theWinterton No. 2 Life-boat Margaret pro-ceeded to the Hasborough Sands, as signalsof distress had been heard in that direc-tion. On arriving there the s.s. CircassianPrince, of and from Newcastle for NewYork in ballast, was found stranded. TheLife-boat men, and others who had comeoff to the vessel in jawls, did all in. theirpower to get her afloat, working hard untilthe night of the 24th, when the weatherbecame so stormy that they were compelledto make for the shore, nine of the steamer'screw being landed by the Palling Life-boat, and 13 others by the WintertonLife-boat, which also took ashore severalof the men who were helping to save thevessel. On the following morning theweather had somewhat moderated, andthe Life-boat men and others returned tothe ship and renewed their efforts to gether afloat. With the help of steam-tugsthis was eventually accomplished on themorning of the 26th, and the vessel wastaken, to Yarmouth Koads.

The Palling No. 2 Life-boat, BritishWorkman, was also launched at 9 A.M. onthe 14th June, during a strong breeze fromthe N. and a very heavy sea, signalshaving been fired by the North FloatLight-vessel. The boat made for theHappisburgh Sands, and found the ketchThomas Owen, of Portmadoc, laden withstone for London, sunk, and her crew ofthree men clinging to the fore rigging,the master having been knocked over-board by the vessel's boom and drowned.The rescue of the men was effected withmuch difficulty, as, owing to the heavysea, the boat could not approach close tothe vessel, and it was therefore necessaryto drag them through the water by meansof lines thrown from the Life-boat.

The Winterton No. 2 Life-boat Mar-garet was launched at 1 A.M. on the 13thApril to the assistance of a vessel strandedon Hammond's Knoll. When about threemiles out the boat was picked up by asteam-tug, and arrived about 7 A.M. atthe ship, which proved to be the s.s.Golden Horn, of South Shields, derelictand laden with coal. The Life-boat menboarded her and, finding she had some•water in her, commenced pumping andheaving the cargo overboard, 'the steam-tag being despatched to bring more tugsand more men. With this additionalhelp the vessel was got afloat at 11 P.M.and was taken into Yarmouth Eoads at7.30 on the following morning. A strongwind blowing from the E. and S.E., sheremained in the Eoads until the 16th,her pumps being kept at work all thetime and the coal still being taken out inorder to lighten her. The weather havingthen moderated her anchor was slipped,and she proceeded for Harwich in tow ofthree tugs, the Life-boat accompanyingher. That night she anchored eightmiles E. of the Cork Light-vessel, thenext morning getting under way again,but a thick fog set in, and she was com-pelled to anchor again, having arrivedabout a mile and a half from the light-ship. On the 18th a strong wind rosefrom the E.N.E., and as the seas werebreaking over the ship a quantity of oilwas poured overboard so as to still thewaves as much as possible. On the 19th,after driving for three hours on the CorkSand, all the men being in the Life-boat,•with the exception of three who were onthe veesel, she was, with the assistance ofanother tug, taken into Harwich Harboarat 12 o'clock noon.

SHOBEHAM.—The fishing-smack Eaglet,belonging to Ramsgate, attempted to enterthe harbour shortly before low water onthe evening of the 23rd March andgrounded on the bar. As the sea wasbreaking heavily over her, the Life-boatWilliam Restell put off to her assistance,and remained by her until she was out ofdanger.

RHOSNEIGIE, ANGLESEY.—It having beenreported that a vessel was showing signalsof distress about a mile and a quarter 8.of the Life-boat Station on the 28thMarch during half a gale of wind from

NOVEMBER 1,1890.] THE LIFE-BOAT. 431

the S.S.W., a heavy sea, and foggyweather, the Rhosaefgir Life-boat waslaunched at about 4.15 A.M. Great diffi-culty and danger were experienced inapproaching the vessel owing to the rockynature of the locality where she waslying, but after much hard work the Life-boat men were happily successful inrescuing the crew of ten men from thebarque, which was the Pasteur, of Aren-dal, bound from Falmouth to Liverpoolwith a cargo of mahogany. She becamea total wreck.

BRIGHSTONE GRANGE, ISLE OF WIGHT.—During a dense fog on the 6th of Aprilit was reported that a schooner was indistress on Atherfield Ledge. The crewof the Life-boat Worcester Cadet weresummoned, and at 8.55 P.M. the boat waslaunched, made as straight a course aspossible to the rocks, rescued two of thecrew of the schooner Dizzy Dunlop, of andfrom Portmadoc, bound to Kiel with acargo of slates, and landed them at mid-night. Three of her crew had alreadyleft the vessel.

The Life-boat •wa.s again, launched at12.55 A.M., and saved the crew of fourmen from the schooner Caboceer, ofChester, bound from Swansea to Doverwith a cargo of coa\, which had run onthe Ship Ledge during the fog and wasfilling with water.

ALDBOROXJOH.—Signal guns having beenfired from the Shipwash Sands on the8th April during a strong N.N.W. wind,increasing to a gate, very squally weatherand a heavy sea, the Life-boat GeorgeHounsfidd was promptly launched at12.30 P.M. and proceeded under saifs andoars to the Sands, where the barque RockCity, bound from Christiania for Londonladen with ice, -was found stranded. TheLife-boat remained by her several hours,it being hoped that she might float whenthe tide rose, but she filled with water,and at 6 o'clock commenced to break up.Her crew of thirteen men were then takeninto the boat, which was afterwardskindly towed by a steam collier towardsher station, arriving there at 12.30midnight.

SKEGNESS, LINCOLNSHIRE.—On the 8thApril, during a N. wind, squally weatherand a very rough sea, signals of distresswere shown by the sloop Watson, of Goole,

at about 5.15 P.M. The Life-boat Ann,John and Mary was at once got readyfor launching, bnt although many willinghands did their utmost to get her afloat,their often-repeated attempts failed forsome time, the boat being in each casedriven back by the heavy breakers. Theirefforts, however, -were not abandoned, andat 11.30 a successful launch was effected,and the boat bore down to the vessel,over which the sea was washing heavily.Her crew of three men and the master'swife refused to leave her, stating thatthey had signalled because the anchorwas dragging, but it had since held. TheLife-boat therefore returned towards theshore, but when nearing land a rocketsignal was fired from the sloop. On ob-serving it the Life-boat men at once wentback to her and found that the occupantswere anxious to be taken off. They wereaccordingly taken into the Life-boat andsafely landed at 4 A.M. It proved for-tunate that they changed their determina-tion, for at 6 o'clock the vessel sunk.

TMGNMOUTH.—At about 2 P.M. on the14th April a vessel was seen running forthe harbour whilst a strong E.S.B. windwas blowing and a heavy sea breakingon the bar. In trying to cross the barshe stranded in a dangerous position inthe broken water at 2.30. The Life-boatArnold was promptly launched and theKocket Brigade assembled and fired threeshots to the vessel, but in consequence ofher distance from shore and the strongwind blowing they were unable to get aline on board. When the Life-boatreached her the master declined to leaveher, stating that he would remain by heruntil dark. After waiting about half anhour the boat returned to the shore.About half an hour after she had reachedthe land signals for assistance were againshown by the vessel, and the Life-boatwas again manned and taken out. Onarriving alongside the master and crewwanted to be taken ashore, and thevessel's papers, charts and the crew'sbaggage, were put into the boat, whenthe captain again changed his mind andwould not leave the vessel. One manand the ship's boy would not stay, butgot into the Life-boat and were takenashore together with the papers andbaggage. At low water a salvage crewboarded the vessel, got her afloat on the

432 THE LIFE-BOAT. [NOVEMBER 1,1890.

following tide, but were compelled tobeach her on entering the harbour, as shewas leaking so badly that she could notbe kept afloat. The coxswain and crewof the Life-boat remained on duty allnight until the vessel was brought intothe harbour in case their services shouldbe again needed. The vessel was thegalliot Catherina, of Emden, 110 tons,bound from London for Teignmouth.

ST. MABY'S SCULLY ISLANDS.—The coast-guard men at St. Agnes having signalledfor the Life-boat, the Henry Dundas putoff at 6.50 P.M. on the 3rd of May in avery heavy sea and thick weather andproceeded to the Western Bocks, wherethe brigantine Antres, of and from Nantes,for Llanelly, with a cargo of pit props,and carrying a crew of six men, was foundlying at anchor in a dangerous positionbetween two rocky ledges and only ahundred yards distant from one of them,the Retarriers. A gig had put off fromSt. Agnes, but the crew found the sea tooheavy to allow them to approach thevessel and therefore returned to theshore. Another gig afterwards got nearenough to hail the ship, but also foundthe sea too heavy for her to remain.The Life-boat went alongside the Antres,and a pilot and three other Life-boat menboarded her and assisted the crew to getthe anchor up. The Life-boat went aheadto tow her, and she was got out of dangerand taken nearly three miles clear of theBishop rock.

CTTLLEBCOATS, NOBTHCMBEBLAHD. — Astrong sea having risen with a dense fogon the 10th of May, the Life-boat Co-operator No. 1 was launched at about 8.30A.M. to the assistance of three fishing-boats whose return was rendered ha-zardous. The boat was taken over thebar, and tended each of the cobles in.

EXMOTJTIL—On the 20th May, at 12.30P.M., a fishing-boat was observed in distressoutside the bar, a strong S.W. galehaving sprung up suddenly accompaniedby a heavy sea. The Life-boat JosephSomes was immediately launched, butbefore she could be reached the fishing-boat was filled by a heavy sea and sunk,the man who was on board being for-tunately rescued by another boat. Asseveral other fishing-boats were out, and

the wind and sea were increasing rapidly,the Life-boat proceeded to the bat torender any assistance that might be re-quired. One boat in coming in was strucktwice by the heavy seas and was in greatperil, but accompanied by the Life-boatshe succeeded in entering the harbour.The Life-boat again went out to the bar,and remained afloat until 4.30 P.M., whenall the boats were safe.

SALCOMBE.—A sudden gale sprung upfrom W.W.S., accompanied by an exceed-ingly heavy sea, on the 20tb Nay. TheCoxswain of the Life-boat Lesty managedto return to port in his fishing-boat andreported that there were five boats at theback of the Bolt, and the wind was drivingthem towards the rocks. The Life-boatwas therefore taken out to their assistance,some difficulty being experienced inlaunching her owing to the low tide, butat I P.M. she was on her way, and rescuedthree boats with eight men on boardthem. One boat had sunk, but her crewof two men were happily saved by one ofthe others, and the fifth boat contrived toreach the shore without assistauee, nothaving been situated in so bad a positionas the other boats.

SCABBOBOUGH.—On the evening of the14th June a schooner bound for Sear-borough was sighted about five miles off.Two pilot boats went off to her, andwhilst they were out the sea, which wasvery strong, increased considerably, andas it was observed that one of the coblesappeared to be in danger, and it wasdoubtful whether she would be able toregain the shore, it was considered desir-able to despatch the Life-boat Queensburyto her assistance. The coble's crew offour men were taken into the Life-boatand their boat was towed safely into theharbour.

NEWBIGGIN, NOKTHCMBKRIASD. — TheRobert and Susan Life-boat was launchedon the 30th of June to the assistance ofthe coble Jane Isabella, which had goneto the fishing ground with four otherboats and had been overtaken by a galefrom the E.S.E. The four boats returnedto port safely, but the Jane Isabella didnot arrive, and as the storm was increasingthe Life-boat Robert and, Susan vraamanned and launched, picked up the


coble about three miles oat at sea, andaccompanied her home.

NEWHAYEN. — The Life-boat MichaelHenry was launched at 4 P.M. on the 5thJuly, and proceeded to the assistance oftwo fishing luggers, the Louisa and Beauty,of Brighton, each carrying a crew of threemen, which were about sixteen milesout, riding to their nets and in danger asthe wind was blowing half a gale fromthe S.W. and there was a rough sea on.When the Life-boat reached them thestorm had moderated, but she remainedby them until they safely reachedBrighton.

FERHYSIDE, CARMARTHEN BAT.—Gunswere fired at Llanstephan during a galefrom the S.W. and a heavy surf withthick rain on the 7tb. July, and a signalof distress was afterwards shown by thesmack W. S. Treherne. The Life-boatCity of Manchester put off at 8.15 P.M.,and rescued one man from the rigging ofthe Tessel, which had dragged her anchorsand sunk under Llanstephan Castle, thesurf making a clean breach over her.The other member of the smack's crewof two men was ashore at the time of thecasualty.

EASTBOTJBSE.—The barge Eureka, ofRochester, laden with linseed cake andoats, hoisted a signal of distress whileriding at anchor in the offing in a strong3. wind and thick weather, accompaniedby a heavy sea, on the morning of the 8thJuly. She appeared to be in much danger,her decks being swept by the seas whichbroke over her bows. As soon as thedistress signal was seen no time was lostin getting out the Life-boat, acd at about5 o'clock she was launched from thetransporting carriage at the Wish Tower,proceeded under oars to the distressedvessel, veered alongside, and after severalattempts succeeded in taking off themaster, his wife, and the crew of twomen, and brought them safely ashore.About half an hour after the rescue hadbeen accomplished the barge's cableparted, and she drifted ashore near

I Langney Point apparently destined to be-j come a total wreck, but some of her cargo

having been taken out she eventuallyfloated, and was towed by a steam-tug toBye.

CEMAES, HOLTHEAD AND CEMLTN,ANGLESEY.—Intelligence having been re-ceived at these Life-boat stations on themorning of the 19th July that a steamerwas stranded near the West Mouse, thecrews of the Life-boats were summoned,and the boats proceeded to the scene ofthe disaster. The wind was blowingfrom the N.N.E. at the time, the sea wasmoderate and the weather hazy. Thestranded vessel was found to be the S.P.Gulf of St. Vincent, of Greenock, boundfrom Liverpool for Valparaiso with ageneral cargo. The Cemaes Life-boatGeorge Evans was the first to reach her,and found that part of the crew and thepassengers had left for the shore in thevessel's boats, and had landed at Cemlyc.The master, pilot, and a few of the hand*remained on board. The Life-boat stayedby the vessel until other help arrived, andthen returned ashore with telegrams fromthe master. The Cemlyn Life-boat onher way out met the steamer's boats anddirected them where to effect a safelanding; she then proceeded to the vesseland remained in attendance until herservices were no longer required. Whenthe Holyhead No. 1 Life-boat ThomasFielden arrived, the captain, pilot, car-penter, and those of the crew who re-mained had taken to their boat and werealongside the vessel. The Life-boat laidby until it was unsafe to stay near theship, there being danger of her fallingover or breaking in two. The master andpilot, who with the carpenter had againboarded the vessel, were taken into theLife-boat and transferred to a steam-tugand the carpenter and other men made forthe shore in their own boat. On thefollowing day the steamer broke in two,one man being killed and another injuredwhilst trying to save some propeity fromthe wreck.

LOWESTOPT.—On the morning of the19th July, during a strong N.E. wind, avery heavy sea, and thick weather wi th rain,the No. 2 Life-boat Stock Exchange waslaunched, two shrimping boats, named theEdith and Alice and Don't Know, havingbrought up on Corton Mate about fourand a half miles N. of Lowestoft, so closeto the shore that they could not get away.The Life-boat was taken in tow by thesteam-tug Imperial, and on arriving foundthe steamer Rainbow endeavouring to get

434 THE LIFE-BOAT. [NOVEMBEB 1, 1890.

ropes to the boats in order to tow themout. This was accomplished, but one ofthe lines (that attached to the Don'tKnow) broke. One of the Life-boat menwas then put on board the boat, anotherrope was taken to the tug and the boats,each of •which had one man on board,were towed into the harbour, the Life-boat following close behind under sail'ready to render help in case either of theboats should be upset.

It having been reported on the morningof the 19th August that a smaok -wasashore on the Newcome Sand the Life-boat JStock Exchange was at once launchedand went alongside the vessel, whichproved to be the Frolic, of Lowestoft,returning home from the fishing grounds.Some of the Life-boat men went on boardthe smack to render assistance, and even-tually she drifted off the sand and sailedinto the harbour. The Life-boat after-wards picked up a boat half full of watercontaining two of the crew, who had leftthe vessel previous to the arrival of theLife-^at.

SUFFOLK. — The trawlerfavourite, of Great Yarmouth, whilstmaking for the harbour in a strongE.N.E. wind and a rough sea on the nightof the 9th August, grounded on theNorth Sand. She was observed from thepier, and the crew of the No. 2 Life-boatLeicester were summoned, and the boatproceeded to the assistance of the strandedvessel, veered down to her, and succeededin taking off her erew consisting of fivemen. The wind being directly on shorethe smack afterwards beat over the sandand drove on to the beach.

The No. 2 Life-boat Leicester waslaunched at 3 A.M. on the 20th Septemberto the assistance of the fishing dandyBelinda,, of Great Yarmouth, which hadgrounded about 600 yards from theNorth Pier Head in a moderate gale fromthe S.E. and a very rough sea. In con-sequence of the wind and tide two at-tempts on the part of the Life-boat toreach the vessel were fruitless, but thethird time she succeeded in getting along-side, and rescued the crew, consisting ofBIX men. The boat was then compelledto ride at anchor until she was taken intow by a steam-tug. The crew of theBelinda, had launched their own boat

prior to the arrival of the Life-boat, butit was almost immediately swamped.

SOUTHWOLD. — The Coxswain of theLife-boat having observed signals of dis-tress during a strong gale from the S."W.,a very heavy sea, and hazy weather, onthe 15th August, summoned his crew,and at 8.45 A.M. the Life-boat QuiverNo. 2 was launched, and found that thevessel by which the signals had beenshown was the brigantine recta, of Har-wich, coal laden from Seaham for Ipswich.She was unmanageable, having lost hersteering gear and some of her spars andsails.* She was also leaking, and at themaster's request the Life-boat men tookcharge of the vessel, her crew, consistingof five men all told, being thoroughlyexhausted, and with the assistance of asteam-tug took her into Yarmouth harbour.

PORT PATRICK, WIGTOWNSHIRE.—Theschooner, General Cathcart, of and forBallywalter, from Maryport, coal laden,was observed in distress during a stronggale from the W.N.W. and a heavy sea on15th August. The crew of the Life-boatCivil Service No. 3 were summoned, theboat was promptly launched, and rescuedthe crew consisting of four men while thevessel was approaching the shore. Shestranded about 200 yards N. of theharbour, and became a total wreck. Themen were in a very exhausted conditionfrom working the pumps to keep downthe water, which was fast gaining onthem, the vessel having sprung a leak.

ABBKSOCH, CAKNABVONSHTKB.—Signalsof distress having been shown by theschooner President Garfield, of Amlwch,coal laden from Liverpool for Abersoch,which was lying at anchor in St. Tudwall'sBeads during a moderate gale figom theS.S.E. and a very heavy sea on the 20thSeptember, the Life-boat Mabel Louisa patoff to her assistance. The vessel hadparted one of her cables, and the fourpersons on board, consisting of the master,his wife, and the crew of two men, beinganxious to be taken off, were brought ashorein the Life-boat.

GEOOMSPOBT, IBELAJSD. — The ketch.Eolah, of and for Falmouth, from Glasgow,laden with coal, ran ashore between Bally-cormick Point and Groomspoit •whilst

NOVEMBER 1,1890.] THE LIFE-BOAT. 435

trying to obtain shelter daring stormyweather on the 20th September. Thecircumstance having been reported to theCoxswain of the Life-boat he at oncesummoned his crew, and at 9.15 P.M. theGeorge Pooley was launched. Some, of theLife-boat men went on board, assisted toget the vessel afloat, • and took her to asafe position.

KAMSGATE.—In answer to guns fired bythe G-oodwin light-vessels, the Life-boatBradford, in tow of the steam-tug Aid,left the harbour at 6.45 A.M. on the 28thSeptember, and found the s.s. Grimm, ofHamburg, bound from Antwerp for Mon-treal, with a general cargo, a crew of 33persons, and nine passengers, ashore onthe East Goodwin Sand. The weatherwas foggy, a light N.W. wind was blowing,and the tide was low. On nearing thesand the Life-boat was slipped from thetug, went alongside the vessel, and thetug's large tow rope was passed to herand attached to the main mast. At 8.45the tug commenced towing and continueduntil 10 o'clock at full speed, thus keepingthe ship from being driven farther on tothe sand by the strong westerly tide thenrunning. Eventually the steamer wasbrought round to the eastward when herengines were set going at full speedastern, and the ship was towed afloat.The tow-rope was then slipped, and thetug and Life-boat accompanied the vesselto the South Foreland, where they lefther, and she was enabled to proceed onher voyage.

BHOSCOLYN, ANGLESEY.—The s.s. Co-lumbian, of Liverpool, 3,300 tons, fromSouth America, with 800 live cattle anda large quantity of cotton, struck on somedetached rocks in Penrhos Bay in foggyweather on the 28th September. Sue firedexplosive signals, and these being heardby one of the crew of the Bhoscolyn Life-boat he at once went to the Life-boatStation and gave an alarm. At 4.45 A.M.the Life-boat Bamon Cabrera was launched,proceeded to the vessel, and remained byher until she floated with the rising tideat about 6 o'clock. She had apparentlyreceived no damage and was able to con-tinue her course.

STJMMABT OP THEMEETINGS OP THE COMMITTEE.

THURSDAY, 12th June, 1890.Sir EDWARD BIBKBECK, Bait., M.P., V.P., in

the Chair.Bead and confirmed the Minutes of the

previous meeting.Also read those of the Finance and Correspon-

dence, Building and Wreck and Beward Sub-Committees and ordered their recommendationsto be carried into effect.

Head the report of the Chief Inspector ofLife-boats on his recent visit to Atherfield,Isle o£ Wight.

Also the report of the Deputy Chief Inspectorof Life-boats on his visit to Harwich.

Also the reports of the District Inspectors ofLife-boats on their visits to the followingplaces:—

Northern District—West Hartlepool, Hartie-pool (three boats), Seaton Carew, Boker, Sun-derland (two boats), Tynemouth, Cullercoats,Alnmouth, Moray Firth, Loasiemouth, Buckle,Banff, Peterhead, Fraaerburgh, Whitelink Bay,Port Erroll, Newburgh, Glasgow and Johns-haven.

Eastern District — Walton - on - the - Naze,Clacton-on-Sea, Harwich, Thorpeness, Aid-borough, Southwold (two boats), Dunwioh,Kestdngland (three boats), Pake field (twoboats), Lowestoft (two boats), Gorleston (twoboats), Yarmouth, Caister (two boats), Winter-ton (two boats), Staithes, Grimsby, DonnaNook, Mablethorpe, Onapel, Sutton. and. Skeg-ness.

Western District—Looe, St. Mary's (Scilly),Newquay (Cornwall), Port Isaac, Padstow,Mevagissey, Fowey, Hayle, Sennen Cove, Pen-zance, St. Ives an I Falmouth.

Irish District—Southport (two boats), NewBrighton (two boats), Lytham, Blackpool, St.Anne's (two boats), Fleetwood (two boats),Barrow, Seascale, Whitehaven, Workington,Maryport and Silloth.

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

F£ ». d." In memoriam, M. L. B." . . . 1000 - -Proceeds from " Drift Net" Maga-

zine, per Miss MABY E. HOLDS-WOBTH 9 17 -

Collected on board R.M.S. Msdaay,per H. B. WBIXMABSH, Esq., ad-ditional 2 - —

Four little children at ST. PAUL'S,CLEBKENWELL, SCNDAY SCHOOL,per the Bar. A. SrVLEitAjf HBB-EiNa 1 -10

—To be severally thanked.

Also the receipt of the following legacies:—£ t. d.

The late SAMIML Fnxwar, Esq.,of Todmorden 2000 - -

The late WILLIAM SANDEBSON,Esq., of Kirkcaldy . . . . 720 - -

436 THE LIFE-BOAT. [NOVEMBEB 1, 1890.

£ «. d.The late JOHN DAVID, Esq., of

Cheltenham 300 10 8The late A. S. SCHAW, Esq., of

Glasgow 225 - -The late W. H. DEAN, Esq., of

Stratford, additional . . . . 74 19 2The late Mrs. F. E. THOMAS, of

Niamey, Somerset, additional . 3 16 8

"Voted the thanks of the Committee toMr. F. Gf. AsHBr, late Chief Officer of H.M.Coastguard at Clovelly, in. recognition of hisgoooV services during the three years lie heldthe office of Honorary Secretary of the ClovellyBranch of theslnstifrution.

Decided, that new Life-boat stations be formedat Atherfield, Isle of Wight and Johnshaven,Kincardineshire. |

Reported the transmission to their Stationsof the Thurso and Wexford new Life-boats. 1

Also that the Hayling Island and Green- !castle Life-boats had been altered and im- Iproved and returned to their stations. I

Paid 5,6251. 14s. 6<J. for sundry charges onvarious Life-boat establishments. i

Voted 3SI 2s. 6d. to pay the expenses of the iCullercoats, Exmouth, Salcombe and GourdonLife-boats in rendering the following ser-vices :—

LivesThree fishing-boats of Cnllercoats. Ben-

dered assistance.Exmoutli fishing-boats. Rendered assist-

ance.Three Salcombe fishing-boats. Saved

boats a n d . . . . . . . . 8Gourdon fishing-boats. Kendered assist-

ance and saved 3

(Accounts of these services will be fonndon pages 406 and 432.)

Also 361. 11s. to pay the expenses of theMargate, Lydd and Scilly Life-boats in as-sembling their crews or putting off to theassistance of vessels which did not ultimatelyneed their services.

Voted the Silver Medal of the Institution,accompanied by a copy of the vote inscribed onvellum, to FRANK PERRY and FBEDERICKCAKTEB, for gallantly saving one of two menwhose boat had been capsized in "WeymouthBay in a strong E. breeze and a heavy surf, onthe 26th May. The two lads, one of whom wassixteen and the other eleven years of age, werein another boat in smooth water, and on ob-serving the casualty, immediately rowed out tothe rescue, incurring imminent risk of theirboat being either swamped or capsized in thebroken water.

Also 31. to twelve men of Newbiggin, North-umberland, for saving two boats containing thecvew of eleven men of the s.s. Swallow, ofHull, which had foundered during a moderatebreeze on the 25th May.

Also 31. to six men for saving the boatSuean, of Hope Cove, and her ciew of two men,in danger near Bolt Tail, Devonshire, during a

I whole gale from the S.8.W. on the 20th May.Also 21. 12s. 6<J. to seven men, the crew of

the Herald, of Kearney, for saving the lives ofseven of the crew of the steamer Harold, of

I

Hull, which foundered off Cloughey, co. Down,in a light W. breeze and a smooth sea, on the17th May.

Also II, 10s. to two fishermen, for rescuingthe crew of a fishing-boat which sunk offSalcombe, Devonshire, in a strong gale fromthe W.S.W. and a very heavy sea, on the20th May. The rescued men and their salvorswere afterwards taken into safety by theSalcombe Life-boat.

Also 10s. to two men for saving a boatcontaining the crew, three in number, of thewrecked schooner, Kohinoor, at Cilan Head,Carnarvonshire, during a moderate S. breezeand a rough sea on the 13th April.

THURSDAY, 10th July.

Sir EDWABD BIBKBKCK, Bart., M.P., V.P., inthe Chair.

Bead and confirmed the minutes of the pre-vious meeting.

Also read those of the Finance and Correspon-dence, Building and Wreck and Eeward Sub-committees and ordered their recommendationsto be carried into effect.

Bead the reports of the District Inspectors ofLife-boats on their visits to the followingStations :—

Northern District—Montrose (three boats),Gonidon, Stonehaven, Arbroati, Brought?Ferry, Buddon Ness, North Berwick, Irvine,Troon, Girvan, Ayr, Ballantrae, Port Logan,Port Patrick, Whithorn and Kirkcudbright.

Eastern District—Blakeney, Wells, Hun-stanton, Brencaster, Sheringham, Crpmer,Mtmdesley, Hagborongh, Palling (two boats)and Lowestoft (two boats).

Western District—Portbleven, Church Cove,Mullion, Cadgwith, Porthoustock, Polpear,Ilfracombe, Braunton, Morthoe, Lynnjonth,Appledore (two boats), Bude, Clovelly,Watchetand Burnham.

Irish District—Blackrock and Giles' Quay(Dundalk), Newcastle and Tyrella (DundrumBay), Cloughey, Ballywalter, Groomsport, Port-rush and Greencastle.


£ s. d.EDWAEP F. WHITE, Esq., and Miss

S. E. WHITE, annual subscription 75 - -CTCLIST LIFE-BOAT FIND, one

year's maintenance of HartlepoolNo. 3 Life-boat, the Cyclist, perH. STDKMEY, Esq 70 - -

ABIHXIR W. YODNS, Esq., ad-ditional 50 - -

Fine from a Seaman, per Major W,PERCY CHAPMAN, H.B.M. Consul,Kouen 12 - -

S.S. Circassia, contents of contribu-tion box, per Captain J.HEDDEB-WICK 3 8 6

Collected in BAKNINGHAM CHURCH,per the Rev. A. W. EDWAEPS(additional) 1 4 7


£ t. d.\Collected in STONISGDALE SCHOOL {

CuAPEt, per the Bev. W. H.GlBDLBSTONE, D.D 1 1 6

—To be severally thanked-

Also the receipt of the following legacies:—

£ e. d.The late Miss LUCY TABOETT, of

Kentish Town (additional) . . 5000 - -The late W. G. STEEB, Esq., of

Upper Clapton 1985 8 2The late E. S. Dowmra, Esq., of

Holland Villas Road, Kensington 450 - -The late Lady BENTINCK . . . 50 - -

Eeported the death of Admiral JOHN BossWABD, who had for thirty-eight years been amember of the Committee of Management ofthe Institution, and had for many years heldthe post of Chief Inspector of Life-boats. (Videthe last number of THE LIFE-BOAT, No. 157,page 393.)

Resolved, that a letter of condolence beaddressed to the family of the late AdmiralWAKB, accompanied by a copy of the followingresolution:—

"That the Committee desire to place onrecord their high sense of the roost valuable,important and faithful services rendered to theEOYAL NATIONAL LIFE-BOAT INSTITUTION byAdmiral WABD for the long period of thirty-eight years, during the whole of which time hewas intimately connected with the Institution,and they most sincerely deplore his loss."

Reported the transmission to their stations ofthe new Life-boats for Lowestoft, Thorpenessand Kildonan.

Paid 5,9982. IDs. Id. for sundry charges onvarious Life-boat Establishments.

Voted 651. 103. to pay the expenses of thePalling No. 2, Scarborough, Caister No. 2,Newbiggin and Carmarthen Bay Life-boats, inrendering the following services:—

Lives.Ketch. Thamai Owen, of Portmadoe . . 3A pilot coble. Assisted to save boat and 4Dandy Florence Mary, of Yarmouth.

Remained by vessel.Fishing-coble Jane Isabella. Bendered

assistance.Smack W. H. Treherne

(Details of these services are given onpages 400, 430, 432 and 433.)

Voted also 173Z. 3s. Gd. to pay the expensesof the Winterton No. 2, Holyhead No. 1Bhoscolyn, Polpear, Walton - on - the - Naze

' WorWngton, Harwich and Aldborough Life-boats, in assembling their crews or putting offto assist vessels which did not eventuallyrequire the services of the boats.

Also 8J. 19s. to pay the expenses incurredat Stromness in despatching assistance todistressed fishing-boats on the 25th and26th June.

Voted the Silver Medal of the Institution,with a copy of the vote inscribed on vellum,to Mr. JAMES DOUSLAS, jun., for swimming tothe assistance of two men whose boat had been

capsized at Harrington, Cumberland, in a strongW. gale, thick weather and a rough sea, onthe 25th June. At great risk he succeeded inrescuing one of the men, but the other wasdrowned in attempting to swim to the shore.

Also the thanks of the Institution inscribedon vellum to Mr. HERBERT LION, and 1J. to hisboatman, for rescuing three of four personsfrom a boat which had been capsized nearHurst Castle in a strong breeze and a roughsea on the 24th May.

Also U. 15s. to seven men for putting off in ax>at with the view of saving life on the occasionof the sinking of the s.s. Harold, of Hull, offSloughey, co. Down during fine weather on the17th May.

Also 11. IDs. to three men for putting off in aboat and saving five men whose boat had beenswamped off Greenish Island, co. Limerick,during a gale from the N.W., squally weatherand a very heavy sea, on the 13th March.

Also \l. 10s. to four men for putting off in awat and saving six men from a boat which hadbeen capsized between Baltimore, Co. Cork andHare Island, in a gale from the S.W. and arough sea on the 3rd June.

Also 11. 10s. to four men for rescuing, bymeans of lines from the shore, the crew ofsixteen men from the barque Hermine, ofLiverpool, which had struck on the rocks andsunk at Porth y Garron, Anglesey, in abreeze from the S.W., a moderate sea andthick weather on the 16th June.

Also II. 10«. to four men for saving the fish-ing-boat St. Patrick, of Gfalway, and her crewof five men, which had been dismasted and hadsprung a leak in Galway Bay during a strongS.W. breeze on the 16th June.

Also 10s. 6d. to three men for putting off ina boat and rescuing two boys from a boat whichwas drifting out to sea at Llanaelhaiarn,Carnarvonshire, during a moderate breeze onthe evening of the 21st Jane.

THURSDAY, 7th August.Sir EDWABD BIBKBBCK, Bart., M.P., V.P., in

the Chair.

Bead and confirmed the Minutes of the pre-vious meeting.

Also read those of the Finance and Corre-spondence, Building and Wreck and KewardSub-Committees and ordered their recommen-dations to be carried into effect.

Bead the report of the Deputy Chief In-spector of Life-boats on his recent visits toKirkcudbright and Troou.

Also the reports of the District Inspectors ofLife-boats on their visits to the followingstations:—

Northern District—Balcary, St. Andrews,Ardrossan, Huna, Anstruther, Crail, Ackergilland Thurso.

Eastern District—Kingsdowne, Brooke, Bern-bridge, Thorpenesg, Brighstone Grange, Tot-land Bay and Aldborough.

Western District — Weston - Super - Mare,Swansea, Penarth, Porthcawl, Tenby, Fish-guard (two boats), Ferryside (Carmarthen Bay),


Port Eynon, Burry Pott, St. David's and Little-haven.

Irish District—Drogheda (two boats) andBalbriggan.


£ ». d.ANCIENT OSPEB OF FOBESTEBS

annual subscription in aid of thesupport of their three Life-boats. 150 - -

DTJBIIK PORT AND DOCKS BOASDannual subscription . . . . 75 - -

WORSHIPFUL COMPANY OB1 MERCHANTTAYLORS, additional . . . . 31 10 -

Offertory at WEST HACKNEY Church,the Rev. H. BICKERSTETH OTTLEY,Rector, per Mr. CHOTCHWABDENMITCHELL 2 18 6

Offertory on board H.M.S. Active perthe Rev. F. C. STEBBWO, E.N. . 1 10 9

—To be teveratty thanked.

Also the receipt of the following legacies:—

£ s. d.The late Miss LUCY TABGETT, of

Kentish Town, additional . . 7,884 3 7The late Mrs. CATHERINE SWOT

of Kensington 700 9 9The late Mrs. ELIZABETH Cra-

NINGHAM, of Chatham . . . 600 - -

Voted the thanka of the Committee to JAMESWABEACK, Esq., THOMAS McCoiwocHiE, Esq.,and HARRISON GBTJNDY, Esq., in recognition oftheir past valuable co-operation as HonorarySecretaries respectively of the Montrose, Girvanand Ormskirk Branches of the Institution.

Reported the transmission to its station ofthe new Life-boat for St. Agnes, Scilly Islands.

Paid 1,8142. 8s. Id. for sundry charges onvarious Life-boat Establishments.

Voted 741. 10*. 6d. to pay the expenses of theNewhaven, Eastbourne, Holyhead, Cemlyn,Cemaes and Lowestoft (No. 2) Life-boats inrendering the following services:—

Lives.Fishing-luggers Louita and Beauty, of

Brighton. Rendered assistance.Dandy Eureka, of Rochester . . . . 4S.S. Qvlf of St. Vincent, of Greenock , 2Fishing-boats Edith and Alice and Don't

Know, of Yarmouth. Assisted to saveboats and 2

(Particulars of these services are furnishedon page 433.)

Also 501. to pay the expenses of the New-haven, Winteiton No. 2 and Aldborough Life-boats in putting off to the help of vessels notultimately requiring their services.

Voted the Silver medal of the Institution,with a copy of the vote inscribed on vellum, toMr. THOMAS POUNDEB, pilot, and JAMES MBT-CALFE, his assistant, for rescuing, at great risk,two persons from » boat which had beencapsized near the Longscarr Rocks, off Hartle-pool, in a strong N.N.E. breeze and a roughsea on the 26th May.

Also 21. to four men for rescuing two men

from the boat PJuxnix, of Caiater, which hadbeen upset by a squall off Sheringham, Norfolk,during a fresh N.W. breeze and a rough sea onthe 8th July.

Also li. to two Coastguardmen for puttingoff in a ahoreboat and saving two persons froma boat which had been capsized off Goring-,Sussex, in a strong breeze from the S.W, and arough sea on the 13th July.

7s. 6d. was also granted to three other Goaat-guardmen who launched the boat used by thesalvors on the occasion.

Also 10s. to a boatman for rescuing three menfrom a boat which had been capsized off theIsle of "Wight in a strong W.S.W. breeze,squally weather and a rough sea on the 20thJune.

Also 51. to a Coastgnardman who was injuredwhile -assisting to launch the Walton-oix-the-Naze Life-boat on service on the 6th July.

THURSDAY, llth. September.

,Sir EDWABD BDSXBECK, Bart., M.P., V.P., inthe Chair.

Bead and confirmed the Minutesjof the pre-vious meeting.

Also read those of the Finance and Corre-spondence, Building and Wreck and BewardSub-Committees and ordered their recommen-dations to be earned into effect.

Read the reports of the District Inspectors ofLife-boats on their recent visits to the followingstations:—

Northern District — Stromness, Longhope,Dornoch Firth and Embo, Southend (Cantyre),Campbeltown, Kildonan, Berwici-on-Tweed,Middlesbrough, Saltburn, Redcar, SeatonCarew, West Hartlepool (two boats), Seaharn,Hartlepool (three boats) and Whitburn.

Eastern District—Southsea, Hayling Island,Worthing, Selsey, Littlehampton, Brighton,Shoreham, Kimeridge, Swanage, Poole, New-haven, Eastbourne, Hastings, Winchelsea, Rye,Lydd, New Romney, Dover, Margate, Kings-gate, Hythe, North Deal and Walmer.

Western District—Newport (Pembrokeshire),Cardigan, Milford, Aberdovey, Portmadoe,PorthdinUaen, Llanaelhaiam, Abersoch, Bar-mouth, Aberystwith, Newquay (Cardiganshire),St. Agnes and St. Mary's (Scilly Islands).

Irish; District—Courtown, Kingstown (twoboats), Poolbeg, Howth, Skerries, Greystones,Wicklow, Arklow, Cahore, Wexford (two boats),Kilmore, Dunmore, Fethard and Tramore.

Reported the receipt of 700!. from MissPuiNGLEKlDD, of Lasswade Bank, Mid-Lothian,to defray the cost of the Kildonan, Isle ofArran, new Life-boat, the boat to be namedthe David and Elizabeth Kidd, the Brother andSitter Life-boat.

Decided that the best thanks of the Com-mittee be conveyed to the Donor for her muohvalued gift and that the boat be namedaccordingly.

Reported also the receipt of the followingspecial contributions since the last meeting:—

NOVEMBEB 1, 1890.]: THE LIFE-BOAT. 439

£ g. d.WOBSHimjL COMPANT OF DBAPEK8,

annual subscription . . . . . 52 10 -Collected at Avonmouth and Sharp-

ness Mercantile Marine Offices,per A. OBAM, Esq. 7 - -

ODD FELLOWS of Ipswich, per "VV.OEFOCD WHITE, Esq 5 5 -

Offertory on board H.M.S. Boadicea,per the Rev. J. M. CLABKSON, K.N. 5 5 -

Collected on board E.M.S. Medway,per Mr, H. B. Whitmarsh . . . 3 - -

Offertory in HABBY. CHOBCH, MELTONMOWBBAT, on 3rd August, pel theEev. M. O. NOBMAN , . . . 2 9 -

Master and crew of Barque Earl ofRosebery, per Lieutenant MARTINFBAMPTON, B.N.B., Master. . . 2 8 -

Oollected on board the s.s. Gunibrae,of Glasgow, Captain ROBBBTSON,per the Bev. H. C. MILWABD . . 1 9 6

—To 6e severally thanked.Also the receipt of the following legacies: —

£ ». d.The late Mrs. ELIZA PRICE, of

Cheltenham 1,362 11 9The late HENBY LUCAS, Esq., of

South Kensington . . . . 337 10 -The late Miss C. C. HALLBTT, of

Maeclesfield 100 - -The late Mrs. M. B. HABVEY, of

Clifton 45 - -The late Miss MART DEAN, of

Stepney 41 13 -The late J. M. LENNARD, Esq., of

Middlesbrough-on-Tees . , 20 - -Deep regret was expressed at the death of

the Kev. JOHN LAWSON, who had been the muchvalued Honorary Secretary of the Seaton CarewBranch of the Institution for thirty-four years,and it was decided to send a letter of sympathyto his family.

Voted the thanks of the Committee toMr. WILLIAM MASEE, in recognition of his kindservices during the period in which he occupied

the office of Honorary Secretary of the Aran-more Branch of the Institution.

Reported the transmission to their stations ofthe Kingstown No. 2 and Carnsore new Life-boats.

] Also that the Cahore Life-boat had been: altered, fitted with jail modern improvementsand returned to its station.

! Paid 3,310Z. 19s. 9d. for sundry charges onvarious Life-boat Establishments.

I Voted 451. 18s. to pay the expenses of the| Gorleston No. 2, Port Patrick and Lowestoft,: No. 2 Life-boats in rendering the followingservices:—

I Lives.j Dandy Favourite, of Great Yarmouth . 5Schooner General Cathcart, of Bally-

walter 4Smack Frolic, of Lowestoft. Bendered

assistance and saved 2

The Southwold No. 2 Life-boat assisted tosave the brigantine Veeta, of Harwich and hercrew of five men.

(Accounts of these services are given onpage 434.)

Also 817. 13s. to pay the expenses of theGforleeton, Cahore, Walton-on-the-Naze, Hast-ings, Broadstairs and Llanddwyn Life-boats in.putting off to assist vessels which did noteventually need their help.

Also 31. to six men for rescuing by means ofsurf lines, the crew of four men from the

i schooner Annie, of Hayle, which was totallyI wrecked off Hastings in a strong S.W. breezei and a heavy sea on the 15th August.

Also 11. to a man for wading neck deep intothe -water to a boat which was lying at anchoroff Port Carlisle, lifting the anchor and savingthe lives of four men from a boat which hadbeen capsized in a light N.W. breeze and asmooth sea on the 20th July.

Also 11 to two men for saving one of thecrew of the fishing-boat Hawk, of Waterford,which had been capsized in a squall off Dun-more, Co. Waterford, on the 22nd July.

OUK LIFE-BOATS.Around our iron-bound coasts wild waters rave,

High revel holds the Storm King night andday;

All honour, then, to those who dare to braveThe rush and fury of his deadly sway!

When seething billows toss their spumy crests,Lashed into madness by the tempest's

scourge;When seamews, screaming, swoop from rocky

nestsAnd o'er the swirling depths swift pinions

urge;

When minute-guns boom out their .last sad noteAnd rockets startle, hurtling through the sky,

As mastless, helmless, stripped of sail and boat,Some helpless barque is driven headlong by,

KOTICB.—The next number of the Life-boat Journal will be published on the1st February, 1891.

I Then, as all storm-worn desperate seamen throwImploring eyes round heaven and sea in vain,

A hopeful throb of joy sad bosoms know,For cheering shouts are heard through wind

and rain.The life-boat bounds beneath each eager stroke,

Brave hearts are there to cleave the threaten-ing wave;

Unselfish, fearless, hearts indeed of oak,Who risk their lives the shipwrecked crews

to save.Help is sore needed 'gainst the Storm King's

rage,The crews are ready, but the life-boats fail;

Their pressing want may well all hearts engageFor countless English hopes fill many a sail.

ROYAL NATIONAL LIFE-BOAT INSTITUTION,SUPPOKTED SOLELY BY VOLUNTARY OOKTBIBUTTOH8.

f rirou—S« Pout 6tsamt JJsJMtg <{» (fawn.

f HIS BOYAL HIGHNESS THE PSIKCE OF WALES, K.G.

„. M-J-.—-..] HE« BOYAL Hjomrcas THE PRIHOESS o» WALES.j An«r«tT. H.E.H. THE DUKE or BDIRBUROH, K.O.I LIEUT. His ROYAL HIGHNESS PRINCE GEORGE or WALES, R.N., K.H.

J)r*aibtnt—His ORAOE THR Dun or NORTHUXBEXLAHD, K.a.

-Sir EDWARD BTRKBSCK, BART., M.P., V.P. JejjBfj-CjpnrmHn—Colonel Ftrz-RoY CLAYTOK, V.P.

S«rrtar5—CHARLES DIBDIV, ESQ., F.R.G.S.

APPEAL.THE COMMITTEE OF MANAGEMENT have to state that during the post year (1889) the

BOYAL NATIONAL LITE-BOAT INSTITUTION expended £46,817 on various Life-boat Establishmentson the Coasts of England, Scotland and Ireland. During the same period it granted rewardsfor saving 627 persons from various Shipwrecks on oar Coasts. Every winter that comes and goeshas its black record of wrecks, and its terrible list of lost lives, the average loss of lives fromShipwreck annually, on the shores of the United Kingdom, being 660.

GENERAL SUKKABT or THE WORK OF TUB INSTITUTION Drama 1889.«. d.Number of Lives rescued by Life-boats, in addition to

17 Vessels saved by them 420 ...Number of Lives saved by Shore-boats, &c. 207Amount of Rewards granted daring the Year 5,103 11 -Honorary Rewards:—Silver Medals and Clasps . . . 6

Binocular Glasses 10Aneroid Barometers 1Votes of Thanks on Vellum. 25Certificates of Service . . . . 8

Total 50 627 £5,108 11 -

The Committee desire to acknowledge with gratitude the liberal support which theyhave received from the British Public during past years,—a support which has enabled themto establish their present great Life-saving Fleet of 300 boats on the shores of the UnitedKingdom. Deeply sensible, however, of the great responsibility that rests on them to maintainthe Life-boats in a thoroughly efficient state, and their crews practised in the management oftheir boats, which can only be effected by a large and permanent Annual Income, they earnestlyappeal to all classes of their countrymen to continue to aid them in upholding and perpetuatingso great and truly national a Work.

The number of Lives saved either by the Life-boats of the Society, or by special exertions,for which it has granted rewards since its formation, is 35,134: for which services 97 Gold Medals,1030 Silver Medals and Clasps, 184 Binocular Glasses, 15 Telescopes, 4 Aneroid Barometers,1,278 Votes of Thanks, inscribed on vellum and framed, 9 Certificates of Service framed, and£111,216 have been given as Rewards.

Annual Subscriptions and Donations are earnestly solicited, and will be thankfully receivedby the Secretary, CHAKLES DIBDIN, Esq., at the Institution, 14 Joan STREET, A DELPHI, London;by the Bankers of the Institution, Messrs. COIITTS and Co., 59 Strand; Messrs. TTmimBi,

fTABQUHAB, and Co., 16 St. James's Street; Messrs. HOAKR, 37 Fleet Street, London; and by allthe other Bankers in the United Kingdom.—November let, 1890.

THE LIFE-BOAT. · 2017. 1. 5. · NOVBMBBB 1, 1890.] THE LIFE-BOAT. 419 is obtaine througd wateh r...

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Transcript of THE LIFE-BOAT. · 2017. 1. 5. · NOVBMBBB 1, 1890.] THE LIFE-BOAT. 419 is obtaine througd wateh r...