IN treating of Mr. Beeching's Life-boat (in the last article on this subject) which ; was sent to Ramsgate, and which proved ; so successful, omission was made of the ' fact that in 1853 she underwent con-J siderable alterations, in consequence of the accidents to the Lytham and Rhyl ; Life-boats; her water ballast arrange-ments were removed and a heavy iron ) keel substituted, these being the most important changes made.

It has already been stated that although the Northumberland prize was awarded to Mr. Beeching, the committee were satisfied that his successful Life- | boat could be improved upon, and they ; consequently commissioned one of their I number, Mr. James Peake of Woolwich Dockyard, to prepare plans of a Life- ' boat which should combine the best ! qualities of those sent in by the com- petitors. The result of Mr. Peake's labours is to be seen in the plans on j page 243. The Lords Commissioners of the Admiralty ordered a Life-boat ac- cording to those lines to be built at Woolwich Dockyard.

The drawings represent a boat of the following dimensions: length, extreme, 30 ft., of keel 24 ft., breadth of beam 8f ft., depth 3J ft., rake of stem and stern post 6J in., straight keel 4 in.

deep, 5 thwarts 7 in. wide, 28 in. apart, 7 in. below the gunwale, and 15 in.

above the deck, 10 oars pulled in grummets on thole pins. A cork fender 4 in. wide and 2J in. deep extends fore and aft at a distance of 4 in. below the gunwale.

On comparing Mr. Peake's drawings with those of Mr. Beeching (page 5, February Journal), the first thing that will attract attention is the manner in which the former has substituted cork for air to obtain extra buoyancy. Mr. Peake has filled up his boat below the deck with cork which was to serve the double purpose of ballast and buoyancy should the boat be stove in. No water ballast was provided for. It will also be seen that in order to comply with one of the points which the committee considered of importance, viz., "access to stem or stern," a passage about 18 in.wide is left between the raised air cases to within 2 ft. of the stem and stern.

This Life-boat had considerable sheer of gunwale—2 ft. 1 in.—which, in con- junction with her raised air cases at the ends, weight of cork in her bottom and the iron on her keel gave her the necessary self-righting power. Judged by her drawings she could not have been " a thing of beauty." This Life-boat, when built, was placed on the Northumberland coast in the autumn of 1852, and as the late Admiral Ward in his lecture on Life- boats delivered at the Royal United •Service Institution in 1862 states, "after a long series of trials and after undergoing many alterations" the boat was presented to the Duke of North- umberland, who had three others built similar to her, and one on Mr. Beeching's design. Admiral Ward, who was then the Inspector of Life-boats, tested these boats in heavy surfs, and the ROYAL NATIONAL LIFE-BOAT INSTITUTION pro- ceeded to build others. Sketches of Mr. Peake's boat, after the various modifications alluded to were made, are shown on page 244. Before proceeding further it would be as well to quote again from Admiral Ward's lecture.

Admiral Ward had made the self- righting Life-boat his especial protegee, and probably no man, living or dead, had so much experience in the smaller class of these boats. Referring to the improved Peake's Life-boat, after explaining why it would be improper to describe her as either Mr. Beeching's or Mr. Peake's Life-boat, he says: "Since as I have thought it just to show that the sole authorship of the self-righting Life-boat now in use be- longs neither to Mr. Peake nor Mr. Beeching, I have here designated it the "Self-righting Life-boat of the National Life-boat Institution." This type of Life-boat has played such an im- portant part in the history of the coast Life-boat, and was (with but slight modifications) until quite recent times, the recognised boat of the Life-boat Institution, that it is desirable to give a description of the original boat which was put through the severe tests men- tioned above, and which is shown in the sketch. In Figs. 1 and 2 the general exterior form of the boat is seen showing the sheer of gunwale, length of keel, rake of stem and stern posts. The dotted lines in Fig. 1 show the position and dimensions of the air chambers and of the relieving tubes.

A represents the deck ; B, the reliev- ing tubes (6 in number); C, the side air cases ; D, the end air chambers.

In Fig. 3 the exterior form of trans- verse sections at different distances from stem to stern is shown.

Fig. 4 represents a midship transverse section. A represents sections of the side air cases; B, the relieving tubes, which were bored through solid chocks of wood; C, spaces beneath the deck filled up over 6 ft. in length at the midship part of the boat with chocks of light wood or boxes of cork, forming a portion of the ballast; D, a section of a tier below the deck, having a movable hatch or lid in which the boat's cable was stowed.

The proportions of the boat were as follows:—Length, 30 ft.; beam, 7 ft.

6 in.; depth amidships, exclusive of keel, 3 ft. 4 in.; height from floor to deck, 1 ft. 3 in.; from deck to thwarts, 1 ft. 3 in.; from thwarts to gunwale, 10 in.; length of end cases (D), 4 ft.; width of side air cases (C), extreme, 1 ft. 6 in.; weight, about 40 cwt.

The exact weight of the iron keel, one of the most important factors in a "self-righting" boat, is understood to have been 8 cwt. The first self-righting boats were built of elm and clenched or clinker built; but this style of build- ing was soon discarded, fir being adopted instead of elm, and the boats built on the double diagonal principle.Later on fir gave place to mahogany. A few have been built of larch and some of oak.

In addition to the self-righting Life- boats, the type of which has just been described and which rowed from eight to twelve oars double-banked, it was found necessary to provide a lighter class for some localities ; and some boats of less beam and weight, pulling six by 7 ft. beam, and weighed about 25 cwt.

Prior to 1883 it was considered a sufficient test of self-righting power if the Life-boat would right herself, when turned over by a crane, without any gear | in her; for it was taken for granted I that in a sea sufficient to capsize a Life- boat there would be enough oscillation to assist the boat to right herself even LIFE-BOAT BY MR. JAMES PEAKE, WOOLWICH.

PLAN.

Fig. 3.

rV'8'" cn Fig"4' r tt ........r f V ~ 7 -.......—.......--..........7 Fig. 5.

SECTION AT 2.

SECTION SECTION AT B.

oars single-banked, but of the same design in other respects, were built and called "second-class Life-boats." Some very fine wo*rk was done in these Life- boats ; but as they were found to capsize comparatively easily, and although they "self-righted," it was considered that the risks were too great, and this class was allowed to die out. These second- class Life-boats were usually 28 ft.

long by 6 ft. beam, or 30 ft. lonj if the gear and part of the crew re- mained in her.

Experience however proved that some of the Life-boats had not been given sufficient self-righting power, and the effect of the sea in helping to right a capsized boat had been ever- estimated. In 1883 the attention of the late Chief Inspector of Life-boats, Capt. The Hon. H. W. Chetwynd, R.N., was directed towards this self-rightingpower and the method employed for testing it, and in a report to the Com- mittee of Management of the Institution, dated the 31st October, 1884, he stated that he was firmly of opinion that the test hitherto used was insufficient and misleading, and that since August, 1883, he had seen that all self-righting Life-boats had been built to answer a test which comprised self-righting in smooth water, with all the gear in them except the sails.

The Life-boats had to answer this test both with the water-ballast tanks full and empty (water-ballast having been reintroduced into self-righting Life-boats in 1884), and no self-righting Life-boat built in 1887 or since has ever been sent to her station without passing this severe ordeal.

This great increase made to the self- righting power of the Life-boats of course involved a considerable increase in the weight of the -iron keel and in DECK PLAN.

Fig. 3.

Fig.4.

BODY PLAN.

In 1887, after some very serious Life- boat accidents, the whole subject of the self-righting power of the Institution's Life-boats was again under review, and it was decided that all self-righting Life-boats should be proved to " right" with their full crew (represented by deadweights, taking 11 stone as the average weight of a man) on board, in addition to all their gear; and further, that they should " right" with their sails set, but the foresheet not belayed.

MIDSHIP SECTION.

the capacity of the end air-chambers, these latter being made longer, higher, and wider at the tops. The weight of the boat consequently was much added to, and the space for the crew con- _ siderably encroached on by the larger end boxes ; in addition to this, as great " beam " is a factor acting against self-righting power, a large number of boats with beam of less proportion to length than had hitherto been employed were built. For the sake of illustrationof the effect of increasing the self- righting power, a comparison between a 33 ft. by 8 ft. Life-boat built prior to 1884, and a 34 ft. by 7 ft. 6 in. Life-boat built after 1884, is interesting. The former was a boat built for Southwold No. 2 station in 1866, and the latter a boat built for Littlehampton in 1888:— Southwold No. 2, 33 ft. x 8 ft. ...

Littlehampton, 34ft. X7ft. 6 in.

Weight.

50owt.

Length of End Air-chambers.

5 ft. 10 in.

66 cwt. 6 ft. 6 in.

In the old records only the length of the end air-cases is given; unfortunately the height is not entered, nor the capacity recorded.

In 1884 several self-righting Life- boats were built with water ballast tanks in them. The first boats chosen for this innovation were 34 ft. long by 8 ft.

beam. Four simple oblong tanks were fitted amidships under the deck, 4ft.

long, 16in. wide, and 18 in. deep; each tank was fitted with a plug to let the sea-water in and a pump to empty the tank when required. Since the intro- duction, or rather the re-introduction of water ballast (forit must not be forgotten that the Northumberland Prize self- righting Life-boat was fitted with water ballast), the method of carrying it has been a subject of much discussion and experiment. In 1887-8, two very com- plicated systems were introduced, the object being to keep the water down as low as possible in the boat, and prevent it from rolling to leeward. The theory was excellent, but the means taken for carrying it out much too complicated, and after about six years' trial it was found expedient to return to the simple arrangement introduced in 1884. The self-righting Life-boat of to-day is fitted with water ballast, or not, according to the work she has to do, and to the wishes of her crew. Should the Life- boat be required for a station where she has to be transported about on a carriage, and launched from flat open beaches, water ballast is usually arranged for, so as to keep the boat as light as possible for transport and to provide her with means for increasing her stability as soon as she is afloat. At stations where Life-boats are launched down a slip-way into deep water, water ballast is unnecessary, for better results are obtained by putting extra weight on the keel, and at these places there is no particular object in cutting down the weight of the boat.

Exceptional difficulty has been experienced in making water ballast tanks perfectly water-tight, and the Life-boats of the Institution have suffered severely on account of this difficulty. It is by no means so easy to conquer this defect as it might appear.

1 Life-boats, in the nature of their work, : have to meet with very severe usage.

Fic.I- Fic.n.

i Afloat, they have to contend with very ; heavy seas, and when they return to ! shore, they are frequently thrown on ' the beach with great violence. Con- sequently, it will be readily understood that bulk-heads are difficult to keep tight. Many systems have been tried, but although every care has been taken, and the coxswains paid extra allowances for looking after the water ballast tanks, it cannot be said that the difficulty has been entirely coped with.

Shortly after the introduction of water ballast, the use of cork in cases • under the deck was discontinued, and I j to take its place, the whole of the space under the deck was filled up with air ! cases—in fact, " honeycombed " with ! them. This is the method which obtains at the present time, except in ; one particular class of Life-boat.A very light self-righting Life-boat was required for Dungeness, in 1894, and Mr. Rubie, one of the surveying Staff of the Institution, took the matter in hand. Among other methods for gaining lightness, he conceived the idea of giving the boat a double bottom of rot-proof canvas, divided into compart- ments, instead of filling up the space under the deck with air cases. Several Life-boats of this class have been built, required for Clacton, had the honour of being the first in the field. She was launched in January 1885. Of course the idea was by no means original, even so far as Life-boats were concerned, for several of the designs sent in for com- petition for the Northumberland Prize showed Life-boats fitted with drop keels.

Many difficulties have had to be over- come to fit drop keels to Life-boats in SELF- RIGHTING TYPE.

Fig. 3.

DECK PLAN 'lei v BODY PLAN.

with, so far as the present experience has shown, excellent results. These boats are 34 feet long, 8 feet broad, and weigh a little under 2 tons.

In addition to the re-introduction of water ballast in 1884, that year marks a far more important improvement, for in 1884 the first Life-boat belonging to the ROYAL NATIONAL LIFE-BOAT INSTI- TUTION was ordered to be fitted with a centre-board or drop-keel. A self-right- ing Life-boat, 39 ft. long and 9 ft. broad, MIDSHIP SECTION a satisfactory manner, the greatest of which was to keep them from being jammed by shingle and sand getting into the drop keel casings. This was at last overcome by fitting the bottom of the drop keel plate as shown in the accompanying sketch; Fig. 1 (page 245) gives a section of the first drop keel, which was unsatisfactory; Fig. 2 (page 245) the shaded part shows a section of the lower part of the drop keels now in use and found satisfactory.The first drop keels were made rect- angular and lowered by pendants at each end, which pendants could be cut and the drop keel slipped clear of the boat if necessary. This shape, however, was not found satisfactory because of the difficulty experienced in lowering and raising, the present triangular form was therefore adopted (see sketch of self righting Life-boat on page 246), Life- boats less than 37 ft. in length being fitted with one, whilst those of that length and over are fitted with two.

The fore end of the drop keel is so arranged that if (should it become necessary to slip the drop keel) the pendant which lowers the after end is cut, the action of the after end dropping unhooks the fore end and the drop keel is freed from the boat.

Nearly all the Life-boats belonging to the Life-boat Institution are now fitted with drop keels, and their weatherly qualities have consequently been considerably improved.

On page 246 may be seen sketches of the small class of self-righting Life-boat now in use, furnished with one drop keel and fitted with water ballast, which should be compared with those of the Institution's first self-righting Life-boat shown on page 243. At the present time there are 236 self-righting Life- boats on the coast of Great Britain and Ireland, varying considerably in size.

Since 1895 the following dimensions for self-righting Life-boats have mostly found favour on the coast, 35 ft. X 8 ft.

3 in., 35 ft. x 8 ft. 6 in. being Life- boats principally used under oars, but also sailing well; 37 ft. X 9 ft. 3 in., this class is on the border line between Life-boats intended for use under oars and the larger ones which practically do all their work under sail. These 37 ft. X 9 ft. 3 in. Life-boats sail extremely well, whilst a good deal can be done with them under oars alone, whereas the larger classes, 40 ft. X 10 ft. 6 in. and 42 ft. X 11 ft. 6 in., cannot be expected to work under oars.

All the above dimensions have been popular with Life-boat's crews who select self-righting Life-boats.

Most careful records are kept of every Life-boat, and at the end of this article will be found a blank copy of a measure- ment and harbour trial sheet, which has to be carefully filled up for each boat.

The numbers on the form correspond with those in the " Record Book " kept at the Institution.

Life-boat, No._ NAME OP STATION NAME OF BOAT QUESTIONS.

3. Builder? Builder's Initial and No. ? 5. Description of Boat and Rig ? 6. Length over all—Beam to outside of planking at gunwale ? 7. Depth amidships from bottom of keel to gunwale capping ? Do. to top of end boxes at stem-end and stern-post ? 8. End boxes—Length from inside posts ? Do. Height of bulkhead above deck? Do. Width at gunwale ? Do. below horizontal liae ? ANSWERS.

9. Height—Inner side of skin to upper side of deck? Do.

Do.

Upper side of deck to upper side of thwarts ? Upper side of thwarts to gun- wale capping amidships ? 10. Believing tubes — Number ? Size ? 11. Keel— Depth? Wood? Iron? Do. Width at top ? Bottom ? Do. Weight of iron ? Do. Length of straight part of bottom? 12. Sliding keel— No.? Material? Weight? Do. Length? Drop at each end? 13. Bilge keels— Length ? Depth ? Do. Spread from centre to centre at bottom ? Do. Height of bottom (at centre) above bottom of keel ? 14. Thwarts — Width from centre to centre ? Do. Head and Stern Sheets (to centre of thwarts) ? 15. Water ballast — Description and No. ? Do. Length ? Breadth ? Depth ? 16. Wales — Description (solid or hollow) and Dimensions ? 17. Weight of boat ? 20a. Oars — Number (not including "spare")? 20b. If Kound, Square-loomed, or Coble fitted.

Pore and aft ? 9.

10.

11.

12.

13.

14.

15.

16.

17.

20a.

20b.

HARBOUR TRIAL : Place and date DKAUGHT OF WATER.

Where taken. Light. Crew and Gear in.

Tanks empty. After Tank full. 2 Tanks full. 3 Tanks full. 4 Tanks full. i ft. in. ft. in. • ft. in. ft. in. ft. in. ft. in. Down tubes . Forward . I Aft . . . . STABILITY.

Number of Men on gunwale to bring it awash, with crew and gear in place.........

Number of men to bring deck awash, with crew and gear in place Tanks full.

Tanks empty.SELF-RIGHTING POWER.

Number of Crew in place with all gear and sails stowed .

Ditto with sails set, jib and mizen sheets fast, boat hove over degrees .....

Number of Men on lee gunwale in addition to crew in place, sails set, fcc. .......

Tanks full.

Tanks empty.

Gunwale .

Forward .

Aft DRAUGHT OF WATER—BOTTOM UP.

Tanks full.

Tanks empty.

IREMARKS.

(Signature)__________ (Date) 190.