IN July, 1905, as will be seen by reference to the LIFE-BOAT JOURNAL for November, 1905, page 551, it was decided that three Life-boats should be installed with petrol motors, viz., Walton-on-the-Naze, Norfolk and Suffolk type, 43 ft. by 12 ft. 6 in. with a 4-cylinder " Blak'e " of 40 B.H.P., 550 revolutions, diameter of cylinder 5| in., length of stroke 6|- in., and approximate weight 16 c vt.

Newhaven self-righting type, 37 ft.

by 9 ft. 3 in., with a 4-cylinder Thorny croft, 24 B.H.P., 1,000 revolutions, 4|- diaineter of cylinder, 5 in. stroke, and approximate weight 8 cwt.; and the late Ramsgate Life-boat self-righting type, 42 ft. by 11 ft., with a 4-cylinder "Tylor" (originally called "Briton"), 30 B.H.P., 900 revolutions, diameter of cylinder 5 in., length of stroke 5 in., approximate weight 8 cwt.

At the time when these were ordered the ROYAL NATIONAL LIFE-BOAT INSTITUTION had only one Life-boat fitted with a motor, namely, the boat described in the Life-boat Journal issued in August, 1904, page 247. This boat, stationed at Tynemouth, has practically always been, under the direct supervision of highly skilled engineers, and continues to be well reported on. As will be remembered, she is equipped with a 2-cylinder 2-stroke petrol engine of 10 H.P., and as the boat herself, compared with those chosen for the new motors, is of small displacement, it consequently was a much bigger undertaking that confronted the Institution.

Very great care had to be exercised in the installations, and much time occupied in putting the boats through exhaustive trials.

It was hardly to be expected that difficulties or failures would not be experienced, and anyone thinking that as soon as the machinery was installed and the boats launched the only thing necessary would be to turn a handle and all would go merrily, was doomed to disappointment. There is no good in trying to blink the fact, that the first experiences in introducing comparatively powerful 4-stroke petrol engines into the Life-boat service have been fraught with many difficulties and disappointments.

Newhaven.—Now to trace the career of the Newhaven Life-boat. The engine for this boat -was ordered of Messrs.

Thornycroft on 5th July, 1905. At the same time the structural alterations to prepare the boat for the installation were begun at the Thames Ironworks, and it was not until the 9th October, 1905, that the engines were sufficiently advanced to begin placing them in the boat, which on that day was sent to Messrs. Thornycroft's works at Chiswick for the purpose of having the installation carried out there. However, it was not until the 12th January, 1906, that the boat was sent back to the Thames Ironworks under her own motor power. Pi or to this, trouble had already been experienced with the carburettor, necessitating a change of pattern. From January to June the time was occupied in making necessary alterations to fittings, making the motor casing water-tight and renewing the propeller shaft, which was found to be deeply scored.

On the 7th June the boat was taken down to Long Reach (on the Thames) for her speed trials. Shortly after leaving Black wall Pier it was found that the circulating cold-water service for the cylinder jackets had become choked ; to clear the obstruction from the pipes it was necessary to stop the engine, and the boat was shortly afterwards taken in tow by one of the other motor Life-boats ; in an hour and a quarter the repairs were completed and the engine again started. Three double runs were made over the measured mile, which gave a mean speed of 7'238 knots, and afterwards one more double run gave 7 • 46 knots. The water was smooth, the run down being made against a strong flood and fresh head wind, the reverse conditions being the case in the run iip.

On the 13th June the Life-boat was put through her self-righting tests, which were of the same nature as those described in the account of the experimental motor Life-boat in this journal, August, 1904, page 249. So far as the engine was concerned these were quite satisfactory, the engine stopping when the boat was hove over to about 60 degrees and being easily started when she regained her upright condition. The self-righting power of the boat, owing to the new disposition of weights, was not satisfactory, and alterations had to be made to make it so; therefore when these were completed she was tried again on the llth October and with satisfactory results.

On the 12tli October a progressive trial was made to ascertain the consumption of petrol. No arrangements having been fitted for measuring the amount of petrol used, it was decided to fill the tank full at stated intervals by means of a vessel which had a capacity of 0 • 8 of a pint when full. This somewhat crude method was the best that could be adopted with the appliances at hand. Three double runs were made.

Consumption Revolu- Mean of petrol in tion. speed, pints per hour.

1st double run 920 7-231 15-627 2nd „ 760 6-715 22-8 (?) 3rd „ 640 6-001 9-576 The amount measured in the second run was evidently inaccurate, and may be discarded, but the results of 1 and 3 appear to be fairly correct.

The engines ran satisfactorily at full power and down to 640 revolutions, but below that they would not run properly, which was not satisfactory, this speed being rather too fast to manoeuvre safely with in close quarters or going alongside a vessel.

On the 26th October the Newhaven and Walton-on-the-Naze Life-boats left Blackwall for Harwich, where it was intended to carry out the sea-trials. It was decided to put into Sheerness for the night. On the way down the river the motor in the Newhaven boat ran well, the only defect being the excessive heating of the silencer which is placed under the thwart immediately forward of the engine casing. This silencer got so hot that the matting in which the life-belts were stowed was- found to be scorched in places where it came in contact with it. The next day the boats proceeded to Harwich, the Newhaven boat making as much as 8'72 knots over the measured mile under sail and motor, and Harwich was reached without incident.

On the 30th October the first seatrial took place in a moderate gale, wind south, and sea fairly heavy, and against this wind and sea the first 7 miles was accomplished in 1 hour 40 minutes.

After this, without any warning, the machinery stopped dead and the engineers on board were suffering os much from sea-sickness that they were incapacitated from getting at thetrouble.

In these circumstances there was nothing to be done but to sail back to Harwich.

The boat was again taken out the next day for a four hours' run. The wind and sea had gone down, and the motor worked well, but consumed far too much lubricating oil. A further trial was made on the following day (1st November), with satisfactory results. These preliminary trials showed (1) that the silencer was not satisfactory; (2) that the arrangements for lubricating the crank-case, gear-box, thrust, and circulating pump were in too exposed a position rendering it impossible to replenish the lubricating oil, fec., in a heavy sea with the boat knocking about and sea breaking into her; (3) that there were far too many attachments to the portable hood of the engine casing, making it a matter of great difficulty to remove it.

Further trials were run until the 8th of November, when unfortunately more difficulties began, the sparking and also the air-supply giving trouble; after about four hours' work the sparking was put right and the engine was run for about an hour but did not work satisfactorily. A fitter was sent from the makers (Messrs. Thornycroft) and the air-trouble being got over the boat was taken out with the fitter on board ; the clutch and reversing gear now began to go wrong and had to be taken out, when it was found to be much worn. Considering the very short time the engine had been running this was most unsatisfactory. These defects took over three weeks to remedy, and the sea-trials were resumed on the 19th December, when the boat -was again taken out with unsatisfactory results.

Again, on the 14th and 15th of February, 1907, the Life-boat was taken to sea, but on each occasion gave trouble, particularly on the latter date, when the motor practically ceased to work.

The mechanic failed to discover the defect, and the boat was hauled up at Harwich and her engine taken out.

The defects being made good, the engine was re-installed, but so much difficulty was experienced that it was not until 24th April that the sea-trials could be resumed. The boat was consequently taken out on that day and the three following days, the result being only partially successful. The full number of revolutions could not be obtained. Trouble was again experienced with the reversing gear; the silencer got too hot, and a hole was burnt in the deck adjacent to the flange through which the exhaust-pipe passes.

The sea-trials were stopped, and it was decided to send the Life-boat to London for repair and renovation previous to sending her to her station. A new silencer was fitted of a pattern which had proved very satisfactory in the Walton-on-the-Naze Life-boat, which has a " Blake " engine. At the time of writing, this Life-boat has not yet been despatched to her station, and until she is at her station and away from extraneous control, it is not possible to give an opinion of any value as to her capabilities.

Walton-on-the-Naze.—The engine of this Life-boat was ordered of Mr. Blake on the 3rd August, 1905, and the boat was brought up to London from her station on the loth, where the alterations to her to prepare her for the motor were at once taken in hand at the Thames Ironworks. The engine was delayed considerably by the crank-shaft casing and gear-casing proving defective and having to be replaced; so it was not until January, 1906, that much progress was made, and May had arrived before the installation was complete.

The speed trials were run on the 7th June, and three double runs were made over the measured mile at Long Reach, giving a speed of 6-952 knots. On the way back from these trials the motor stopped constantly owing to water getting into the carburettor. On the 22nd June a satisfactory four hours' run took place, and on the 2nd August the boat was ready to send to her station. This boat not being a selfrighting Life-boat a considerable amount of time was gained by her not requiring self-righting trials. It was decided not to send her to her station until the Newhaven boat was ready for her seatrials.

The trial for ascertaining the consumption of petrol was held on the 12th October. Three double runs were made.

Revolutions.

Consumption Mean of petrol in Speed, pints per hour.

1st double 720 to 676 6-624 20-4 run.

2nd 3rd 560 420 5-891 4-698 13-26 7-737 The running of the boat was all that could be desired. On 26th October, as already stated, this boat left Blackwall with the Newhaven Life-boat, en route for her station (near Harwich) to take part in the sea-trials. On the way down the river to Sheerness the clutch gave considerable trouble, and the last few miles it was necessary to take the boat in tow. The next day, after the defect had been put right, a start was made for Walton-on-the-Naze and opportunity-taken for timing the boat on the Maplin measured mile, when with sail and motor she was found to be making 9'2 knots. A little difficulty was experienced in the supply of petrol to the carburettor, otherwise Walton was reached without incident.

The following days were given up to the sea-trials, when considerable trouble was given by the reversing gear and the petrol feed; the propeller also was not giving good results. On the 7th November the boat was consequently put off service so that these defects might be attended to. The repairs were completed and a coarser pitch screw provided by the 20th November, when the boat was sent to her station.

On the 19th December, the trials being resumed, a capital run was made from 8.30 a.m. to 6.10 p.m. without once stopping the engines; the only reason for stopping at 6.10 was want of petrol. Another excellent trial took place the following day in a strong N.E. wind and moderate sea, the boat acquitting herself well both under motor power alone and under motor and sail, the only defect being that there was not quite sufficient fall for the gravity feed.

With the new and coarser propeller 624 revolutions were maintained instead of 720 as before. No difficulty was experienced in throttling down to as low as 200 revolutions.

On the 19th, 20th, and 21st February, 1907, further trials took place. The general conclusions arrived at concerning this Life-boat (Wallon-on-ihe-Naze) were that the motor had been well installed and worked well, but would do better if the feed of the petrol were improved, the petrol tanks being barely high enough.

It was consequently arranged to fit a twenty-gallon tank in a higher position; this will not only improve the gravity feed but will give the boat four hours' additional radius of action. This Lifeboat has already had short periods at • her station and so far as present experience goes gives much satisfaction to her coxswain and crew.

Reserve No. 2.—The third Life-boat chosen for experimental purposes was the self-righting Life-boat which had been stationed at Ramsgate until 1904, when her place was taken by a new boat. This boat is now known in the service as Reserve No. 2. On the 10th July, 1905, the Committee decided to fit her with a motor, and on the 19th the engine was ordered of Messrs. Tylor, and the preparation of the boat taken in hand at i the Thames Ironworks. The work on| this engine progressed very slowly, and 1 it was not until the middle of June, 1906, that the engine was installed and thej boat launched. A trial was made on the I 22nd June, but proved unsatisfactory ; the carburettor had to be replaced by one of a different pattern, the reversing gear also failing to act. This proved very troublesome and took some time to overcome.

On the 2nd August the self-righting trials were carried out with satisfactory results, except that a rather alarming incident occurred. After the boat had righted and when the starting handle was being manipulated to re-start the engine a violent explosion took place in the engine casing, and the hatches, which luckily had been unscrewed, were blown open. The explosion was due to the petrol running out of the carburettor when the boat was bottom up, and a spark from the electric terminals, which had not been properly insulated, fired the vapour. Luckily no one was hurt.

On the 7th September the speed trials were carried out at Long Reach, four double runs giving a mean speed of 7 • 207 knots, and the engines working well at 860 revolutions. After 3 hours the thrust began to heat. On the 25th September the engine was taken out and sent to Messrs. Tylor's works to examine the crank-bearings.

On the 16th October a 2-hours' run was begun, but after 1J hour the bilge pump failed to act, and a large escape of lubricating oil came from the reversing gear. Another pump and different reversing gear was therefore substituted, and on the 12th December the installation was again completed, and the Life-boat taken out for her consumption of petrol trials, but the results were not very satisfactory. Shortly after the completion of these trials, the motor worked very irregularly, and, on examination, it was found that the boltnuts of the magneto-shaft coupling had slacked back. This was adjusted, but again there was trouble with the magneto, the screwed end of the shaft having sheered off at the neck. This necessitated the boat being towed back to Blackwall. The defects were made good, and on the 17th January, 1907, further trials took place, which proved of a satisfactory character, as the following table will show :— Consumption Mean of petrol in speed, pints per hour.

6-724 18-5 6-797 18-5 5-845 10-0 6-168 13-5 Eevolu tions.

1st double run 854 2nd „ 858 3rd „ 562 4th „ 684 On the 22nd January the Life-boat was despatched to Harwich, but broke down almost immediately and had to return to Blackwall, when it was found the fly-wheel bearing had heated, and that considerable friction was going on.

This trouble was eventually got over, and the Life-boat again started for Harwich on the 12th February. After putting into Sheerness, Harwich was reached on the 13th, and the rest of the week was spent in sea-trials, which were satisfactory.

These trials were continued on the 19th, 20th, and 21st, with highly satisfactory results, and the Life-boat was consequently sent back to Blackwall, doing the passage of 73 miles in 9 hours.

On the 19th April the boat was sent to Harwich for temporary duty, but on the passage the crank-shaft bearing fired through defective lubrication; this has been made good, and the boat is now ready for service. It has been decided to send her to the River Tees for temporary and experimental service in September.

Such is a brief account of the careers of the experimental Life-boats. It must be understood that only the serious defects and troubles have been alluded to, for, in addition to what has been mentioned, the ordinary irritating little troubles well known to owners of motorboats and motor-cars have been experienced in a more or less degree in each of the Life-boats. Until the boats have had some years' work at their stations it will be difficult to gauge the exact degree of success which has been attained; at any rate so hopeful does the outlook seem that the Committee of Management have felt justified in ordering four more motors for Life-boats which have been specially built for them, instead of, as in the case of the three experimental boats, simply adapting existing boats..