4. Richardson's Tubular Life-boat.—The next coast life-boat to be described is "the tubular." By the model of this boat, which is on the table, it will be seen that it is altogether different in principle to any other boat; consisting of two long tubes running parallel to each other a few feet apart, having their ends turned upwards and inwards, and terminating in points, with an openwork or grating-deck with corresponding thwarts, ail supported above the tubes.

The boat of which this is a model was built in 1852 by Messrs. H. and H. T. Richardson, two AVelsh gentlemen, father and son. They had for many years had a small boat of the same class in use on a lake in Wales, and, when the DUKE OF NORTHUMBERLAND offered the prize for the best design of a life-boat in 1850, they sent the model, which is now on the table, to compete for it. With * Delivered by Capt. J. R. WARD, E.N., at tbe Royal United Service Institution, Jan. 17th, 1862.—Continued from page 155 of the 0«tober Number of this Journal.

much public spirit they then built at Manchester a full-sized boat, 40 feet long, and rowing 14 oars, and made a coasting voyage in it themselves from Liverpool to the Thames, putting into most of the intermediate ports.

In a half-comic, half-serious account which they published of this voyage, under the title of " The Cruise of the Challenger," she was described as having encountered extraordinary dangers, and displayed marvellous properties. Her designers further challenged all the life-boats in the kingdom to compete with her. But, as 1 have stated under a previous heading, there are almost insuperable difficulties in the way of competitive trials of life-boats. As it was, I believe these gentlemen spent considerably more than 1,OOOZ. in the building and exhibiting of this boat, yet they were unable to obtain any trial of her in competition with other life-boats.

I should myself much like to see a competitive trial of the different descriptions of coast lifeboats, including this one, in a gale of wind and heavy surf, but such a trial could only be undertaken by the Government. It would have to come off at some large port, such as Shields, where plenty of boatmen acquainted with life-boat work would be available, and where, from the contiguity of life-boat stations, some boats could be got together without much difficulty or other expense than the payment of men for trying them.

Still, the tubular at least would have to be expressly built for the trial, and to be sent from a distance; so that I doubt if the whole trial, which, to be conclusive, might have to be more than once repeated, could be gone through at a less cost than 1,0001.; and even then there might be great difficulty in procuring equally effective crews for all the boats, which would be essential. Again, it would be necessary, in the event of any lives being lost in such a series of trials, to secure a permanent provision for any widows and orphans who might be left, which could be done by Government alone.

The tubular life-boat, built by the Messrs.

Richardson in 1851, was afterwards sold by them to the Portuguese Government, to be stationed at the city of Oporto, off the port of which there is a very dangerous bar.

Another somewhat smaller tubular boat was, in 1856, built for the NATIONAL LIFE-BOAT INSTITUTION, and stationed at Rhyl, the boatmen at which place having applied for such a boat. She has since that time saved several wrecked crews, and has been very highly reported on by those who work her. She has necessarily very great stability, and the advantage of instantaneously discharging all water that breaks over her. She also tows very steadily; but that is a quality not often brought into requisition.

The obstacles which have stood in the way of a further trial of these boats have been :— 1. The uncertainty of the boatmen on the coast taking to a boat so different from an ordinary one.

2. The uncertainty of their durability, and their liability to damage by collision with the ground, the material of which they are made being tinned iron, which is very easily indented or cut through.

3. Their requiring a very clumsy and heavy transporting carriage.

I have had no opportunity for going afloat in this boat in any very heavy surf, so can offer no practical opinion respecting her; but she rows faster in a moderate sea than I should have anticipated.

Should any further trials be made of this class of boat, it might be worth while to have one made of wood instead of metal tubing.

5. White's Life-boat.—l'he last description of life-boat which I have to describe is that of the well-known yacht-builder Mr. "White, of Cowes.

This boat competed for the Northumberland Prize in 1851 as Lamb and White's life-boat. It is mostly in use as a ship's life-boat, chiefly on board the vessels of some of the large steampacket companies.* I believe it to be the best ship's life-boat yet adopted; but as a coast lifeboat it is not considered to possess sufficient " extra buoyancy," or means for self-discharge of water; it has not, therefore, come into general use, although it is very fast both as a rowing and a sailing boat. There are only two life-boat stations provided with it, and there are three others in the hands of the boatmen on the Kentish coast, where they are available to save lives as well as to serve their owner's purposes.

IV.—Modes of Propulsion.

Having explained the general properties of lifeboats, as exemplified in those principally in use on the coasts of the United Kingdom, the not uninteresting question arises as to what is the most advantageous mode of propelling them—I mean by manual labour; for although for the performance of services at very long distances sails must be employed, and in a few localities where boats are stationed in harbours, steam-vessels may be available to to-w them, yet, as, at nine stations out of every ten, life-boats have to be launched from an open, exposed, and generally flat beach through a heavy surf, and have to proceed entirely through broken water, the manual labour of their crews is the only possible mode of propelling them.

It would perhaps have not been worth while to moot this question at all, but that it happens to be one of the most favourite notions of inventors, and of even some scientific persons, that a lifeboat could be propelled more rapidly by revolving paddles or Bcrevss, vfovked by "winches within the I boat, than by oars.

Those who take up this notion too often forget the mechanical law, that by no possible arrangement or application of machinery or leverage can the power or strength of one individual person, or any other power, be really multiplied. They forget that, if by leverage or tackle-purchase an individual can be enabled to lift or drag a weight 100 times greater than by his unaided strength, he can only move the same through a hundredth * The Lords of the Admiralty have recently ordered a life-boat on this plan to be provided for every man-of-war stationed on the west coast of Africa.

It is much to be desired that every ship of war should be provided with a good life-boat. Many valuable lives, both of officers and men, have been lost for want of boats that could be safely lowered in a gale of wind at sea, or taken through a surf on the shore or bar of a river with impunity.

part of the same space in a given time, and that what therefore is apparently gained in power is lost in time or speed.

The question then really at issue is, not—How shall the power of a boat's crew be multiplied ? hut—How can the actual power which they do possess be most advantageously applied ? A few minutes' consideration must, I am sure, convince any one that, ancient as is the mode of propelling boats by oars, no more beautiful and convenient instrument than an oar could be devised for the purpose.

Undoubtedly, where great velocity as well as j power can be obtained by extraordinary media- j nical force, such as that of steam, the rotatory motion of the wheel has great advantages; but even as applied to the propulsion of large vessels by the ordinary paddles, or by the oblique blades commonly termed screws, great loss of power occurs when a vessel is subjected to much motion in a heavy sea, so that frequently no headway can be made; for in a paddle-steamer one paddle will be frequently revolving in the air and the other be too deeply immersed, whilst in a screw-vessel the blades will be often partially out of water, and their force considerably diverge from a horizontal line.

But a life-boat in a heavy surf is subjected to motion so much more violent and excessive in amount than a large vessel is liable to in an open sea, that, even if it were possible to work the former by steam, the loss of power would be so great as to stop all progress. What then could the much more limited power of ten or twelve men avail under the same circumstances, even if they were accustomed to exert those particular muscles which are brought into use in turning a rotatory machine ? The advantages of the oar are- Is That it is worked with less loss of power from friction by manual labour than would be any I'otatory instrument.

2nd. That, in the hands of a skilful rower, it is always worked at full power; its blade, in obedience to the quick eye and steady hand, following the upheaving or downfalling wave, and, in measured time, cleaving its varied surface with the whole force of the broad chest and muscular arm directing it.

3rd. That, being in daily use by the coast boatmen in pursuing their own avocations, they are not only already skilled in its management, but have those particular muscles which are required to work it already strengthened by use.

In truth, this last reason alone for its preference is a sufficient reply to all advocates of the paddle or screw, and, consequently, my usual reply to inventors or others who suggest the employment of either of the latter is, that, if they can secure for us at each life-boat station a corps of men whose daily work is that of turning winches or grindstones, the question may then be open to consideration.

V.—Equipment.

Having settled the principles on which a lifeboat should be constructed, and decided on the mode of propelling her, we have now to equip her for service. In doing so we have, as a first duty, to provide her with everything that can contribute to the safety of those whose lives we jeopardize by employing them on this dangerous service; secondly, to make her as far as possible independent of all assistance from wrecked vessels, the crews of which are often in a helpless state, perhaps lashed to the rigging, and unable to throw a rope, or even to get from the wreck to the boat without aid.

A life-boat is therefore provided with lines, called life-lines, some festooned round her sides, by the aid of which any one in the water using them as stirrups can get into her; others with corks attached are thrown from within her when alongside a wreck, and float on the water all around her. She is also furnished with a cork life-buoy, which, with a line attached, can be thrown or floated to any one in the water who might be too distant to reach the life-lines of the boat. She has likewise strong but light lines with grappling-irons attached, one at the bow and another at the stern, which, by being thrown into the rigging or on board a wreck, fasten themselves, so that the boat can be at once held to the wreck without the assistance of any one in her. An anchor and cable; a good lantern for nightwork; a compass; and a drogue or water-bag, which is dragged behind a boat to prevent " broaching-to " when running before a heavy sea, are also necessary to a complete equipment; and last, but not least, is the supply of a good life-belt, or lifejacket as it is sometimes called, to each of the boat's crew.

As the life-belt is an especial hobby of my own, and as the description with which the boats' crews of the NATIONAL LIFE-BOAT INSTITUTION are provided was designed by myself, I trust I shall not be tempted to be wearisome to my hearers; but, since I consider the subject to be one of the utmost importance, I shall at some length remark on it.

One of the causes of the great loss of life which attended most life-boat accidents in the olden time, independently of the boats not possessing the self-righting property, was undoubtedly that their crews were not provided with life-belts, or, as in the case of the late "VPhitby life-boat, that those they had were of a worthless description.

The cases of accident which I have already quoted under the head of self-righting, are equally illustrative of the value of good life-belts, for, unless in each case the men had been supported by their belts, the self-righting property would have been of no service to many of them. For it mast be remembered that the majority of our coast boatmen cannot swim, and that even the best swimmers forfeit their lives, when upset in heavy surfs, through losing their presence of mind.

Many cases could be quoted, but none more conclusive than that of the Southwold boat before referred to, when three gentlemen without belts were drowned, although one of them was known to be a good swimmer, whilst 15 men having on belts, several of whom could not swim, were all saved. And again, that of the Whitby boat, when one man who had on a good belt, al- though unable to swim, was saved, whilst 12 who had on inferior ones were drowned. How many lives might be saved annually if one of these belts was provided for the master and each man in our merchant ships! The requisite qualities of a life-boatman's lifebelt are— 1. Sufficient extra-buoyancy to support a man heavily clothed, with his head and shoulders above the water, or to enable him to support another person besides himself.

2. Perfect flexibility, so as to readily conform to the shape of the wearer.

3. A division into two zones, an upper and lower, so that between the two it may be secured tightly round the waist; for in no other manner can it be confined sufficiently close and secure round the body without such pressure over the chest and ribs as to materially affect the free ac- tion of the lungs, impede the muscular movement of the chest and arms, and thereby diminish the power of endurance of fatigue, which, in rowingboats, is a matter of vital importance.

4. Strength, durability, and non-liability to injury.

With the help of the different life-belts on the table, I hope to be able to show that the cork belt designed by myself, and which is supplied to all the life-boats' crews of the NATIONAL LIFE-BOAT INSTITUTION, possesses the first two qualities in a greater degree than any other life-belt, and the third one exclusively. ( Vide annexed figure.) 1 he belt I hold in my hand is one of this description.

Its extra-buoyancy is equal to about 25 Ibs. It will support an ordinary man, with his clothes on, with the shoulders and chest above the water. The most buoyant of the old descriptions of cork belt (Carte's) had extra-buoyancy equivalent to about 14 Ibs., but many of them not more than 7 or 8 Ibs. The largest size of the ordinary inflated belts has buoyancy equal to 20 Ihs. when completely inflated; some not more than 8 or 10 Ibs.

The defects of all inflated air-belts are, their liability to puncture, want of strength, want of flexibility if more than half inflated, difficulty of inflation in very cold weather, and the liability of their inflating-valves to get out of order by corrosion from the effects of salt water. Some of these defects were partially remedied in an inflated belt designed by myself, in four compartments.

This belt had extra-buoyancy equal to from 30 to 35 Ibs.; so that, if two of its compartments were injured, the remaining two would suffice to support one person. But the insufficient strength of all belts of this class, and the difficulty of inflating them in cold weather, made it evident that an efficient life-belt was a desideratum yet unattained.

Up to that time (1854) there was no cork belt having sufficient buoyancy, or flexibility, or strength. The only solid cork belt was composed ! of a single row of either rectangular blocks of cork sewn up in a cotton jean covering, or pads I of cork-shavings or dust.

j In that year, however, it fortunately occurred to me to attach narrow uncovered ribs of cork to a strong backing or broad belt, each piece being separately sewn on by strong twine, in such a manner that the breaking off of any one piece would not loosen that next to it, whilst one surface only of the corks being attached to the belt, ; afforded perfect flexibility. An examination of ' this belt cannot fail to convince any one that it possesses all the qualities already pointed out to be necessary, and that it has the further advantage of affording great protection to the body of the wearer.

Upwards of 3,600 of these belts have now been issued, nearly half of which are at the life-boat establishments of the NATIONAL LIFE-BOAT INSTITUTION.

On the occasions of quarterly exercise in the summer months, the life-boat men not uncommonly jump overboard to test the belts, and they have everywhere great confidence in them. After the fatal accident to the Whitby | life-boat, I was at Whitby, and questioned the j only man who was saved, and who was the only one who had on one of these belts. I asked him j if he had any difficulty, amongst the heavy surf, i in keeping his feet down and his head well above the surface. In reply, he stated that after the first sea broke over him he found himself so quickly raised above the water again, that, although unable to swim, he entertained no doubt of his safety, and lost all fear.

There are other descriptions of life-belts on the table, which will show the different ideas on the subject that have occurred to different persons.

Transporting Carriage.

There is one other very important auxiliary to a life-boat, which has to be noticed, viz., a carriage. Every life-boat, except a few of the largest size, is provided with a carriage, on which she is kept in the boat-house ready for immediate transportation to the most favourable position for launching to a wreck. A life-boat is thus made available for a greater extent of coast than she otherwise would be, and even when launched from abreast of the boat-house can be much quicker conveyed to the water's edge than she could be if not on a carriage. In addition to this ordinary use, a carriage is of immense service in launching a, boat from a beach, to that extent indeed, that one can be readily launched from a carriage through a high surf, when without one she could not be got off the beach. An explanation of the manner in which this service is performed will be readily understood.

The life-boat is drawn to the water's edge, PLATE 111.

where the carriage is turned round so that its rear end, from which the boat is launched, shall face to seaward. The crew then take their seats in the boat, each rower in his place with his oar over the side, and the coxswain at the helm or with the steering-oar in hand. The carriage is then backed by men or horses or both, sufficiently far into the water to ensure the boat being afloat when she is run off the carriage; or, if the ground be very soft, or sufficient help unobtainable, the carriage is first backed far enough into the water before the crew get into the boat. Self-detaching ropes, termed launching ropes, previously hooked to each side of the boat's sternpost, and rove through sheaves at the rear end of the carriage, are then led up the beach, and either manned by assistants or have one or more horses attached to them.

When all is ready, the coxswain, watching a favourable moment, gives the word, and the boat, the keel of which rests on small iron rollers, is run off rapidly into the water with her bow facing the surf. The oarsmen then give way, even before her stern has left the carriage, and she is at once under command, ere the sea has time to throw her back broadside to the shore, which is usually the effect of attempting to launch through a surf from an open beach, without a carriage, unless a hauling-off warp attached to an anchor be permanently laid down outside the surf. This latter plan is only available in a few localities where there is a comparatively steep beach.

There are different descriptions of life-boat carriages, but those which are now almost universally provided are on a plan designed by myself (Plate III.), of which there is also a model on the table. It has advantages over any others that I am acquainted with: a chief peculiarity being that by detaching the fore-body, the foreend of the keelway rests on the ground, forming a gradual incline up which the boat is hauled bow-foremost to replace her on the carriage, instead of hauling her up stern-foremost at 'the rear end as in other carriages, the former arrangement being more convenient and less laborious.

A set of portable skidds (Plate IV.), one being fitted as a turn-table, on which the boat is hauled out of the water, before replacing her on her carriage,- completes the usual equipment of a life-boat. The boats of the NATIONAL LIFE-BOAT INSTITUTION, and all belonging to them, are kept in roomy and substantial boat-houses under lock and key, in charge of paid coxswains, under the general superintendence of local honorary committees of residents in the several localities.

PLATE xv.

The accompanying figures (Plate V.) show the general form, the nature of the fittings, and airchambers of one of these boats, 33 feet in length and 8 feet in breadth. In figs. 1 and 2, the elevation and deck plans, the general exterior form of the boat is shown with the sheer of gunwale, length of keel, and rake of stem and stern-posts. The dotted lines of fig. 1 show the position and dimensions of the air-chambers within board, the relieving- tubes, and ballast. In fig 2, A represents the deck, B the relieving-tubes (6 inches in diameter), c the side air-cases, D the end airchambers, E ballast, p ventilators to admit of a free current of air under the water-tight deck, G ventilator to receive pump. In fig. 3, the exterior form of transverse sections, at different distances from stem to stern, is shown. Fig. 4 represents a midship transverse section, A being sections of the side air-cases; B the relievingtubes, of the same depth as the space between the deck and the boat's floor; c, c, c, c, are spaces beneath the deck, 9 feet in length, placed longitudinally at the midship part of the boat, with solid chocks of light wood, or cases packed with cork, forming a portion of the ballast; d is a ventilator, having a pump fixed in it, by which any leakage can be pumped out by one of the crew whilst afloat. The festooned lines in fig. 1 represent exterior life-lines attached round the entire length of the boat, to which persons in the water may cling till they can be got into the boat; the two central lines are festooned lower than the others, to be used as stirrups, so that a person in the water, by stepping on them, may climb into the boat.

This life-boat possesses in the highest degree all the qualities which it is desirable that a lifeboat should possess :— 1. Great lateral stability.

2. Speed against a heavy sea.

3. Facility for launching and for taking the shore.

4. Immediate self-discharge of any water breaking into her.

5. The important advantage of self-righting if upset.

6. Strength.

7. Stowage-room for a number of passengers.

Fig. 2.

Deck Plan.

Fig- 4.

Body Plan.

The carriage consists of a fore and-main body.

The latter is formed of a keelway A, A, and of side or bilgeways B, B, in rear of the main axle, the boat's weight being entirely on the rollers of the keelway. Its leading characteristic is, that, on the withdrawal of the long fore-lock pin c, the fore and main bodies can be detached from each other. The advantages of this arrangement are that the weight of the boat when she is launched from the rear end forms an inclined plane by elevating the keelway, yet without lifting the fore body off the ground, whilst to replace her on the carriage she can be hauled bow foremost up the fore end or longer incline. The bilgeways B, B, are needed at the rear end, that the boat may be launched in an upright position with her crew on board; but they are not required at the fore end of the carriage. The boat is hauled off the carriage and launched into the sea by a rope at each end of the boat rove through the sheeve D, having one end hooked to a self-detaching hook at the boat's stern, and the other manned by a few persons on the shore, who thus haul the boat and her crew off the carriage and launch them afloat at once with their oars in their hands, by which means head-way may be obtained before the breakers have time to beat the boat broadside on to the beach.

VI.—Review of the whole system of Savinff Lives from Shipwreck on the Coasts of the United Kingdom.

It now only remains to pass briefly in review the machinery which has been and is in use on the coasts of this great maritime country for the preservation of human lives from shipwreck; that is to say, the machinery expressly provided for that purpose.

Wrecked persons can be saved from the shore, by two modes. They may be taken off a wreck by a life-boat, or may be drawn to the shore along a rope conveyed to the wreck by the now wellknown rocket and mortar life-saving apparatus. A model of the rocket apparatus in use may be seen in the Museum of the United Service Institution.

The provision of that apparatus on all those parts of the coast where it is likely to be useful is undertaken by the Board of Trade from the Mercantile Marine Fund, and placed under the management of the Coast-guard. It is now kept in a most efficient state, the men being periodically practised in its use, and »n average of about 300 lives are saved annually through its instrumentality.

It is mostly useful at places where lifeboats cannot be stationed. Manby's Mortar and Pennett's Rocket apparatus have been in general use since the early part of the present century.

The first life-boat was that built in the year 1789, by Mr. GREAT-HEAD, at Shields. The utility of this boat being proved, sue was soon followed by others, the second one being built in the following year, at the same port, at the expense of the then DUKE OF NORTHUMBERLAND. All the ports on the north-east coast, and on the east coast of Scotland, soon had their life-boats, which were mostly provided and maintained by funds collected in the shape of a small voluntary tax on shipping entering the several ports. In Lincolnshire, Norfolk, and Suffolk, associations were formed which provided the coasts of these counties with life-boats from funds raised by voluntary contributions.

In 1824 the NATIONAL INSTITUTION FOR THE PRESERVATION OF LIVES FROM SHIPWRECK, now the ROYAL NATIONAL LIFE-BOAT INSTITUTION, was established in London by influential City merchants and other gentlemen, the late THOMAS WILSON, Esq., then M.P. for the City of London, and the late Sir WILLIAM HILLARY, Bart., of the Isle of Man, taking a leading part in it; and His Majesty GEORGE IV. becoming its patron. That Institution granted honorary and pecuniary rewards for services in saving lives from shipwrecks, and assisted local bodies in placing lifeboats on the coasts. Some of those boats remained nominally in connection with it, but the Institution undertook no superintendence or control of them on the coast. The boats mostly built under its direction were small single-banked boats rowing six oars, similar in principle to the Norfolk and Suffolk sailing life-boats; but having more water space within them, and insufficient means of relieving themselves of water. They were designed by the late GEOKGE PALMER, Esq., of Nazing Park, for many years an active and zealous member of the committee of the Institution.

Some of them, stationed chiefly on the Island of Anglesea, rendered good service.

As time went on, however, the general interest in the life-boat service seems to have waned.

Some of the local associations died a natural death. For want of proper superintendence the life-boats in too many instances were suffered to go to decay. At places where wrecks were not very frequent the boats remained for many months without being put into the water, and in consequence, when wrecks did happen, the local boatmen felt no confidence in them, and would in preference go off to wrecks in their own boats- There were often also no funds to pay them for their services. In fact the whole system, if that could be called a system which had no general organization, had broken down, and there were, perhaps, not a dozen really efficient life-boat stations in the United Kingdom. The National Institution was also becoming every year less known, and its resources annually diminishing.

Meanwhile, the number of wrecks did not diminish, for the winter's storms raged as of yore, and the increase of trade almost necessarily brought with it an increased number of casualties among shipping.

Such was the state of things when in 1849 the fatal accident occurred to the Shield's life-boat, by which twenty brave men lost their lives.

But, as we often witness in this world, on a small scale as well as a great, it pleased God to bring good out of evil—and the widow's wail and the orphan's cry wrought that which, perhaps, no less affecting, no less heart-rending a stimulant would have sufficed to do. The immediate effect of that melancholy incident was the resuscitation of the Society already referred to, now to become the truly national Institution which it is this day.

I am not now about to relate, in detail, its history.

It will suffice to say that in the year following that disaster it aroused itself from sleep; its managing committee was invigorated by new, and younger, and some professional blood. The DUKE or NORTHUMBERLAND accepted the office of its president; Her Majesty the QUEEN being already its patron, and His Royal Highness the late lamented PRINCE CONSORT one of its vicepatrons.

Its present zealous and able Secretary, Mr. LEWIS, was appointed. It commenced the building of that fleet of life-boats which now encircles our shores, numbering no less than 123, more completely and efficiently equipped than ever were life-boat establishments before ; which have cost nearly 60,000?., and have already saved nearly 1,000 lives. It undertook' the immediate superintendence of that fleet through the instrumentality of an honorary local committee at every station, a periodical inspection by an officer of its own, with a system of quarterly and especial reports from its local committees to the central one in London. It established a fixed scale of salaries to the coxswains, and of payments to the crews of its life-boats, both for services to wrecked persons, and for a quarterly exercise in its boats.

Finally, by the tangible, visible effects of its exertions, it succeeded in enlisting that public sympathy and support which in this country is happily so open-handed when shown to be really required, and which have made it, and now uphold it, as one of the most glorious institutions of out land.

As an officer of the Institution, I am not in a position to name those of its committee of manage-ment who have especially devoted time and labour | gratuitously to this great work. Some of them have gone to their reward; those who are still amongst us will feel their chief compensation to | be in the approval of their ovm consciences, and at the prospect of the good in the performance of which it has been their privilege to take a part.

Despite, however, this fleet of 123 life-boats, and of 48 others locally provided and supported; and despite the numerous rocket and mortar stations on our coasts, there remains the melancholy fact, that an average of 800 lives are lost annually on and around our own shores alone, proclaiming, solemnly though silently, tiat for humanity's sake, and for the national credit, no exertions should be spared in providing every possible means for the conveyance of succour to the shipwrecked from the shore ; and also proclaiming in still more eloquent if not indignant terms, that some attempt should be made towards providing for the greater safety of the seamen in our home and coasting trade, by the adoption of measures both precautionary and remedial on board our merchant vessels themselves.