IN the February 1896 number of the Life-boat Journal it will be remembered that the account of the growth of the ROYAL NATIONAL LIFE-BOAT INSTITU- TION'S fleet of Life-boats was brought up to 1885, the fleet then consisting of 284 boats. It is proposed in this article to pursue the development up to the present date.

1886.

290 Life-boats.

A reference to the " Annual Report" published May, 1886, shows that in the year 1885 6 additional stations were formed, viz.:— An additional boat was sent to— Southend (Essex).

Montrose.

Entirely new stations formed at— Totland Bay (Isle of Wight).

Church Cove (The Lizard).

Peel (Isle of Man).

doughy (Ireland).

The Northumberland report mentions that there was a small Life-boat at Feel in 1850.

Thirty new Life-boats were built and sent to the coast, 6 being for the above new stations and the remainder to re- place worn-out boats. There was an unusual absence of gales of wind in 1885, consequently not much activity at the Life-boat stations.

1887.

293 Life-boats.

The " Annual Report" pub- lished in 1887 shows the following 5 additional boats had been placed on the coast in the past year:— Southsea (new station).

Workington do.

Dornoch and Embo do.

Fethard do.

Fleetwood (1 additional sent to).

But, as one boat was withdrawn from New Brighton, and the Duncannon station disappears from the list, the fleet only shows an addition of three. Twenty new Life-boats were built and sent to the coast to supply the above new stations and to replace old boats.

Unlike 1885, which was a quiet year for the Institution, 1886 was one of great disaster, and will ever be remembered in Life-boat annals; for on the 9th-10th December occurred the appalling Life- boat accidents at Southport and St. Anne's, in Lancashire, so often quoted that it is unnecessary to dwell on them here, except to mention that out of the Southport Life-boat's crew of 16, 14 were drowned, and the whole of the St. Anne's crew of 13 were lost. The chief effect of this disaster was to cause the Committee to again employ every means to try to improve the boats provided by them for the hazardous service for which they were intended, and the following extract from the above-quoted " Annual Report" shows the broad-minded way in which the subject was received.

" The Committee are most anxious to adapt the boats to local requirements, and to meet as far as possible the wishes of the crews, both as regards the design of the boats and as to their equipment.

They fully recognize the fact that self- righting boats are not popular on some parts of the coast, and the desire of the Committee is, as it has always been, to provide boats in which the crews who so gallantly risk their lives have the most perfect confidence." This was and is being acted up to, an 3 the fullest inquiry is made both by the District Inspectors and by giving oppor- tunities to deputations of the crews to see different types of Life-boats, am - submitting their views and suggestions before a boat is built and sent to a station The first step taken by the Committee after the accident referred to was to have every self-righting boat re-tested, and by degrees the self-righting power of each boat was increased where consider necessary. Among other things the Committee resolved to offer a gold and silver medal for drawings or models on mechanically propelled Life-boat best adapted to meet the conditions under which Life-boats are called upon to per form their work.

The " Annual Report" also shows the the Institution built a safety fishing-boa in 1886 for use on the West Coast o Ireland, the object being to induce fisher men to use this type instead of the un- ecked boats from which there had been much loss of life.

The next " Annual Report," viz., that published in 1888, shows a drop in the umber of the fleet, it consisting of 291 gainst 293 in the previous year, the season being that the following boats rere removed, namely, 1 from Sunder- and (leaving three boats there), and hose from the Solva and Portloe stations, whereas only one new station was formed, iz.— Stornoway (Hebrides), 'embrey station is henceforth known as Burry Port.

Although the fleet has not 1888 391 Life-boats. increased the "Annual Re- port " begins : " Never since he foundation of the Institution in 1824 has its capacity for work been so strikingly shown as during the past year, and never las the machinery of the Society been strained in such an extraordinary manner." The principal results of the sub-committee appointed after the Southport and St.

Anne's disaster to inquire into the self- righting system, &c., was now before the public. This sub-committee had met day after day and week after, week for three months, carrying out experiments, visit- ing the building yards, and examining numerous coxswains and other witnesses from all parts of the United Kingdom.

Among the principal results of their report were : (1) As before alluded to, viz., re- testing the self-righting power of many boats, largely increasing their self-righting power, the total withdrawal of a great number more and replacing them with vastly improved ones. (2) The formation of a permanent building sub-committee —a most important feature of which was that four times a year all the Inspectors should be present at its de- liberations. (3) The appointment of a consulting naval architect, which resulted in the well-known Mr. G. L. Watson accepting the offer. (4) As mentioned before, the offer of gold and silver medals for drawings or models of a mechanically- propelled Life-boat. This offer had a very unsatisfactory outcome, for although very many suggestions were sent in, the judges, Sir Frederick Bramwell, Sir Digby Murray, and Mr. John I. Thornycroft, considered that none was suited to the requirements of the Institution.

That no time was lost in carrying out the first recommendation is seen by the fact that no less than 59 new boats were built and despatched to the coast in the past year, whilst 14 other boats were improved. Among the new boats placed on the coast was one placed at Bembridge, and called the Queen Victoria, to com- memorate the Jubilee of Her Majesty's reign.

The next yearly report, viz., 1889, shows the strength of the fleet again up to 293; this augmentation is caused by— Southport (1 additional boat sent).

St. Anne's ditto With regard to the South- port Boat she Was of a different type from any hitherto in use, and was the outcome of the disaster at the above station. The fishermen and survivors of the crew having deliberated with the District Inspector and Mr. G. L. Watson, the latter designed the boat to meet their wishes. She is a non-self-righting large sailing boat, 42 ft. X 13 ft. 3 in., with a drop keel and water-ballast.

The activity in building new and re- placing old boats was continued through the past year. 41 new boats were built, and 17 others improved by the addition of water-ballast and other necessary alterations, but the year was most notice- able on account of the first steam Life- boat being laid down. In spite of the want of success in answer to the offer of a gold medal, at last a practicable design was forthcoming. Messrs. B. and H. Green, of Blackwall, having submitted such a one, which, after consultation with the Committee and the introduction of various modifications, was accepted.

The boat was to be 50 ft. long x 12 ft.

beam, and propelled by a turbine wheel worked by an engine developing 170 indi- cated HP.; the system was not a new one, as prolonged experiments had been carried out in H.M.S. Waterwtch, a vessel also provided with hydraulic propulsion. The great advantages for Life-boat work being light draught and no screw propeller to get fouled by ropes and wreckage.

Although these articles chiefly bear on the increase and improvement of the boats of the fleet, it must not be thought that the attention of the Committee and Officers was not also occupied in other improve- ments, such as the method of launching, &c.; and in 1887 Lieut. Tipping, E.N., the Inspector of the Irish District, introduced his system of wheel plates, applied to the large wheels of transporting carriages.

His invention has proved of the very greatest benefit, and boats can now be transported over soft sand and shingle with comparative ease at places where it was next to an impossibility to take them before.

The "Annual Report," published May.

1890, shows no increase in the fleet, the number being 293.

Twenty new Life-boats were 293 life-boats sent to the coast' and 19 others brought up to date by the introduction of water-ballast and, in some cases, drop keels, which were becoming much used about this date.

The steam Life-boat was launched, but, being so new a departure in Life-boat building, it was, of course, necessary to put her through very exhaustive trials, and these were not complete at the time the annual report was published.

A very powerful sailing self-righting Life-boat was sent to North Deal, her pro- portions being 42 ft. x 11 ft., the well- known Deal men expressing the greatest satisfaction with her; and a large new non-self-righting boat, 44 ft. X 12 ft. 3 in., was also sent to Gorleston.

The number of the fleet, as 300 Scats. shown in the 1891 KoP01*' was increased to 300 by the following additions:—Pakefleld (1 additional).

Harwich (steam life-boat) 1 additional.

Holyhead (1 additional).

Kingstown 'do.

Queenstown do.

Atherfield, Isle of Wight (new station).

St. Agnes, Scilly do.

Although the ROYAL NATIONAL LIFE- BOAT INSTITUTION formed a new station at Atherfield, the much-quoted Northumber- land report shows that in 1850 there was a Life-boat there maintained by Govern- ment, dimensions 18 ft. 6 in. X 7 ft. 3 in., and built in 1843 by Talbot, of Weymouth.

Nineteen new boats were sent to the coast, and ten old ones had all the latest improvements put into them.

The event of the year was the placing of the first steam Life-boat on the coast.

Harwich was chosen as her station on account of the convenient harbour and the enormous quantity of dangerous outlying sands in the neighbourhood. The boat was very rightly called the Duke cf Northumberland, after the President of the Institution. The following remarks appear in the annual report:—" She has already been out on service several times, when she proved herself to be remarkably handy in a sea way. The Committee appreciate the fact, however, that, even should the ex- periment prove as successful as they believe will be the case, boats of this description can necessarily only be used at a limited number of stations." The " Annual Report," May, 303 life-boats. 1892 8ives the number of Life-boats as 303. New stations were formed at Johnshaven.

Beaumaris.

Port Ehuffydd.

Pwllheli.

One Life-boat was withdrawn from Southend, Essex.

In addition to the boats sent to the above new stations, 11 new boats were sent to the coast, and 19 old ones im- proved by the addition of water-ballast.

Arrangements were made for a series of competitive trials of the various types of sailing Life-boats to be held in 1892, the result of which will be referred to under the 1893 Report. This action was in every way in accordance with the policy of the Institution, viz., to spare no expense in ascertaining the best type of boats to suit the different locali- ties. Whilst the funds of the Institu- tion were properly being employed in this direction, it was plain that the needs of the Life-boat men and helpers were not forgotten, for, with a view to improving the condition of the Life-boat men and launchers, and to securing the services of the 'best and smartest men, the Committee decided that their pay for wreck service and exercise during the winter months, namely, from 1st October to 1st April, should be increased by one- half.

The Royal Naval Exhibition, which was held in 1891, afforded the Institution an opportunity, advantage of which was of course taken, of putting its claims before the public, and an interesting ex- hibit showing the progress of Life-boat architecture, &c., was arranged within the building, whilst in the gardens there was placed a fully equipped Life-boat on her transporting carriage.

1893.

804 Life-boats.' In the 1893 Report the fleet is shown as consisting of 304 Life-boats. A new station was formed at— Culdaff (co. Donegal), and additional boats placed at— Dungeness (being No. 2). Gorleston (being No. 3).

Eighteen other new boats were sent to the coast, and twenty old boats were brought up to date by giving them water- ballast, &c.

Montrose No. 3 boat and one of the New Brighton boats were withdrawn.

The steam Life-boat Duke of North- umberland was transferred from Harwich to Holyhead. The boat haying given the utmost satisfaction at Harwich, it was considered desirable to try her under the very different circumstances which exist at Holyhead, and it was decided to order another steam Life-boat to take her place at Harwich.

1892 was an extremely active year for the Life-boats, no fewer than 836 lives having been rescued by them.

Competitive trials for sailing Life- boats were held at Lowestoft in the winter and spring of 1892, and were of the greatest possible interest. Four types of boats competed, viz., Norfolk and Suffolk, Self-righting, Tubular, and a boat specially designed by Mr. G. L. WATSON, all of which proved themselves able and efficient Life-boats, although, of course, it was soon seen that the tubular type was not fit to act without the co-opera- tion of a tug. Of the other three types it might almost be said that each man liked his own boat best. The chief out- come of the trials was the practical illustration of a weakness in the system of carrying open water-ballast in the Norfolk and Suffolk type, a weakness long known by the officers of the Institu- tion, but the men who worked the boats would have no alteration made in them; however, since the trials they have with- drawn their objection, and these boats have been enormously improved by con- fining the water-ballast in tanks. The next most important point was the great moral gain brought about by the Institu- tion, showing that, in spite of frequent attacks on the boats it supplied to the coast, it was not afraid to pit any class of boat against another in the most public manner, and under exactly similar circumstances; for, in addition to the four tjpes actually represented, inventors and others were cordially invited to enter boats (of course at their own expense) for the competitions. The trials were of the most exhaustive character, and super- intended by a committee of five, three of whom were able and experienced seamen unconnected with the Life-boat Insti- tution.

Arrangements were made for holding similar trials of the rowing class of Life- boats in the winter of 1893.

The Report published in 1894 shows a decrease of 1 in the strength of the fleet which consisted of 303 boats.

A new station was formed 1894 303 Life-boats. at Folkestone, but the boat was withdrawn from Bud- don-ness, and the second boat was taken away from Fleetwood, leaving only one there.

Seventeen new boats were sent to the coast, and the boats at 24 other stations were altered and improved. The new steam Life-boat was in course of construction by Messrs. B. and H. Green, of Blackwall.

The steam Life-boat, Duke of North- umberland, which had proved as great a success at Holyhead as she was at Har- wich, was transferred to New Brighton, where she is at present stationed.

The Life-boat designed by Mr. WATSON which took part in the sailing trials, was sent to St. Anne's, Lancashire.

Competitive trials for rowing types of Life-boats were successfully carried out, and again showed the Institution's desire to seek every means to improve their boats. The trials took place at Mon- trose, seven Life-boats taking part, viz., Cromer type (a non-self-righting boat), Norfolk and Suffolk type, 3 different sized self-righting boats, tubular type, and a non-self-righting boat specially designed by Mr. G. L. WATSON. The boats had some extremely severe tests, the broken water at times being very heavy. Perhaps the most palpable result of the trials was the unsuitableness of such large boats as the 38 ft. x 8 ft.

self-righting boat, and Mr. WATSON'S boat, which was 38 ft. X 9 ft. 4 in., for launch- ing from a carriage on a flat and open shore, many failures being made in launching these boats before they were ultimately got off the beach. The tubular boat gave very much better results than what was expected of her.

The 1895 Report shows the Institution ™ possession of a fleet of 308 boats. The Port of Liverpool Life-boats having been handed over to the management of the 308 life-boats. Institution in the past year; the new stations appearing on the list were— Ryde.

Harwich (I additional—a steam life-boat).

Selsey (1 additional).

Point of Ayr. Hilbre Island. The Liverpool Hoylake. boats. Formby. ) Greenore (Ireland).

Three boats were withdrawn from the coast, namely, one of the West Hartlepool boats, and those of the Newport (Pembroke- shire) and Seascale stations. Thirteen new Life-boats were sent to the coast, in addition to those sent to the new stations; and 18 others were altered and improved.

Few events have so emphatically borne witness to the high reputation of the management of the ROYAL NATIONAL LIFE-BOAT INSTITUTION than the trans- ference of the old-established Mersey Dock Board boats to its control. All the Liverpool stations had been carefully managed, and a record of their services kept since 1839; and the " Northumber- land Report" contains a detailed account of them and of the work performed by them, written by Mr. "William Lord, the Marine Surveyor, and dated January, 1851.

All the stations had up to that time per- formed good services, especially the Point of Ayr and Hoylake boats. Everything shows that in 1851 the management of the Liverpool boats was far in advance of its time, excellent signalling arrangements had been made, and methods for at once indicating the position of a wreck. So that nothing could be more gratifying than to find, after so long an experience in Life-boat work, that the Mersey Dock Board found themselves in 1894 ready and willing to hand the control of their Life-boat stations over to the Life-boat Institution.

All the boats are non-self-righting boats of a powerful type, capable of being used under sail and under oars alone.

The second steam Life-boat, which was presented by and is called the City of Glasgow, was completed, and, after severe trial, stationed at Harwich.

The "Annual Report" published in May this year shows a slight diminution in the number of the fleet, 303 **»« the total as against 308 the year .before.

This was caused by withdrawing the boats from the following stations, viz., Ardmore, Greystones, Middlesbrough, Mundesley, and Yalentia, these stations having all been established a considerable period, and, not having justified their existence, it would obviously have been wrong for the Institution to continue to bear the heavy expense of their up-keep.

Six new Life-boats were sent to the coast, two of which were to replace the old boats at Hilbre Island and Point of Ayr, the new boats being of a similar type, with certain important improvements introduced. Six other Life-boats were altered and improved.

The year 1895 will be remembered in Life-boat history for the fearful catas- trophe which happened to the Kingstown large sailing Life-boat on Christmas Eve.

The boat was 42 ft. long, 11 ft. beam, and, apart from the terrible loss of all her crew, the shock to the ROYAL NATIONAL LIFE- BOAT INSTITUTION was intensified because hitherto no accident had ever occurred to the large class of sailing self-righting boats to which she belonged, and no satisfactory clue to the cause of the accident could be obtained, there being no survivors.

One other Life-boat station came under the management of the Life-boat Insti- tution in 1895. Wick followed the example shown by Liverpool, and the harbour authorities handed over their station to the control of the ROYAL NATIONAL LIFE-BOAT INSTITUTION. Wick is mentioned in the "Northumberland Report" as having had a Life-boat in 1848, supported by the British Fishery Society. Her dimensions were 28 ft. X ft.; she cost 169Z., and was built by Edward Oliver, of South Shields.

The account of the development of the ROYAL NATIONAL LIFE-BOAT INSTITUTION'S fleet since the reorganisation of the Society in 1850 has now been traced up to the present time, and when the Report for the current year comes to be issued it will be found that the activity in building and the continued striving to improve the Life- boats will compare favourably with the past years. Another steam Life-boat is being built, Messrs. Thornycroft, of Chiswick, having the contract, and it is proposed to introduce Mr. Holden's prin- ciple of using liquid fuel into her—a principle much in use on the Great Eastern Railway. It is hoped by this innovation that the engine staff may toe reduced and consequently considerable expense saved. The destination of this boat will be the Mersey.

There are now but twelve places on the coast of the United Kingdom possessing Life-boats not managed by the ROYAL NATIONAL LIFE-BOAT INSTITUTION. At Fair Isle (between the Orkney and Shet- lands) the Board of Trade keep a small surf Life-boat. At Aberdeen the Harbour Com- missioners manage the two local Life-boats, and the Institution has no boat at North or South Shields, at which places there are four Life-boats supported and managed locally; the Institution is however repre- sented by two boats at Tynemouth. At Redcar, one of the oldest stations existing, there is a private boat, but there, and at Bridlington, where there is another private boat, the Institution also has boats. The same applies to Gorleston, but at Spurn Point the Hull Trinity Corporation have kept a Life-boat certainly since 1824, if not before, and the Institution has none.

Practically speaking there are only the following places where the Institution is not represented by a boat, viz., Aberdeen, South Shields, Spurn Point and Fair Isle. The Life-boat at Ramsgate, al- though belonging to the ROYAL NATIONAL LIFE-BOAT INSTITUTION, is under the control and management of the Board of Trade. The District Inspector pays her his half-yearly visit in the same manner as the stations belonging to the ROYAL NATIONAL LIFE-BOAT INSTITUTION, show- ing that the Board of Trade has complete confidence in the management of that Institution.

Surely the ROYAL NATIONAL LIFE-BOAT INSTITUTION can be congratulated on the results of its efforts since 1850, when, as was pointed out in the first of these articles, there were only 19 Life-boats in connection with it! Few people understand the magnitude of the work now under- taken ; it would compare favourably in size with a large Government department.

The ROYAL NATIONAL LIFE-BOAT INSTITU- TION is so much before the public that no part of its management escapes the most careful criticism from the public prints, and healthy criticism free from malice has certainly always been welcomed and has frequently been productive of much good.

The ideal Life-boat, absolutely safe and suitable to every sort of place, is still, alas! not invented. But every type of existing boat has most certainly been enormously improved, and everything is being done to meet, as far as possible, the views of the Life-boat men, and to let them have boats suitable to their par- ticular locality, and a general broad- minded policy with regard to designing boats is being pursued.