ANY changes in the composition of the fleet of Life-boats under the management of the ROYAL NATIONAL LIFE-BOAT INSTITUTION must always be a subject of considerable interest to those whose business it is to study the question of the best type of Life-boat for the place at which it is to be used, and certainly it must be of still more interest to those who man the Life-boats and risk their lives in them. Reference to this subject has from time to time been made in these pages, the last occasion being in THE LIFE-BOAT, 1st November, 1902, pages 546, 547. It is there stated that in 1850 all Life-boats were "not selfrighting." In 1880 out of a fleet of 270 Life-boats only 22 were " not selfrighting." In 1890 the fleet consisted of 293 Life-boats only 21 of which were " not self-righting." The greatest change in the types used on the coast has practically taken place since 1897, for although in that year there were 36 " not self-righting " Life-boats out of a fleet of 295 (including 3 steam Life-boats and 5 Liverpool type boats taken over from the Mersey Docks and Harbour Board), 1908 finds the Institution with 280 Life-boats, out of which no less than 100 (built or building) are of various " not self-righting " types. This fact cannot fail to be of deep interest, and if it emphasises one thing more than another it is that the self-righting Life-boat is emerging out of a false position and taking its proper and natural place. There is little doubt that the self-righting Lifeboat was for many years put in a position to which it could hardly have been said to have attained on its own merits.

The fact of a boat being able to right herself after being capsized was looked upon by many as a sort of universal panacea, and this quality was extolled at the expense of good sailing qualities and even pulling power, for as regards this latter virtue many self-righting boats were so cramped that the men could not properly pull their oars.

However, these remarks do not apply to the modern self-righting Life-boats in which there is plenty of room to pull, and also they prove themselves to have most excellent sailing qualities. Let anyone who doubts this go to sea in one of the 35 ft. by 8 ft. 6 in. self-righting Life-boats in a moderate gale and plenty of sea and he will have his eyes opened as to her weatherly qualities and general handiness.

There is no intention to enter into a discussion on the relative merits of selfrighting and not self-righting Life-boats.

Heaven forbid ! The subject has been discussed ad nauseam. The object of this article is to draw attention to certain facts regarding the undoubted change that has taken place in the composition of the Institution's fleet. One great cause for this change is certainly due to the policy of sending deputations, consisting of the coxswain of the Lifeboat and two other selected men, to see other types of Life-boats before deciding as to the kind most suited to their own station on occasion when they have been offered or have asked for a new Life-boat. This in itself has widened the horizon of the coxswain's outlook and has promoted a healthy interchange of ideas. The sending of these deputations is voluntary, so far as the men are concerned, that is to say, if they do not want to see other Life-boats the sending of a deputation is dispensed with. It is a point worth considering whether it should not be compulsory— there is everything to gain and nothing to lose, for even if the men do not want to change their type of boat they will have had the opportunity of discussing Life-boat matters with other Life-boat men differently situated and can exchange " wrinkles." In addition to the advantage of seeing other types of Lifeboats these deputations might gain considerable experience by seeing the different methods employed in launching them.

Another cause for the change is due to the fact that, no matter how good the self-righting Life-boat may be, there were many places supplied in old times with these boats where they were obviously unsuited, and immediately an opportunity occurred the men jumped at it and chose a boat more suitable and more to their liking. Still another cause—and again the self-righting Life-boat has to be alluded to—was undoubtedly due to the very narrow Life-boata chiefly built about 1887 ; these boats were never generally popular.

If a coxswain is asked what his new Life-boat is to be like his almost invariable answer is, " Let her have plenty of beam, sir." Small wonder, therefore, that the narrow-gutted Life-boats did not appeal to him, and when it came to his turn to have a new boat to supersede one of this class he probably was tempted to go to the opposite extreme and ask for one of the broad-beamed Liverpool boats (boats usually 35 ft. long and 10 ft. beam), this immense beam appealing at once to his eye. Such a choice was sometimes fraught with serious financial consequences, for it very often entailed widening the boathouse or even building a new house large enough to accommodate the new boat and her wider carriage. However, there are several types, to choose from and a very large percentage of the choosing at stations, especially where small Lifeboats are required, is made in favour of the modern self-righting boat with its increased beam and improved sailing qualities.

In examining the distribution of changes in type of Life-boats it is at once observed that very little alteration has taken place as regards the Norfolk and Suffolk Life-boats. In 1897 there were 17 of these and now there ave 18.

The only spread of this type being to Walton-on-the-Naze and Southend-on- Sea, the addition of these two boats and the closing of Gorleston No. 3 Life-boat station accounting for this change in numbers. As it has often been pointed out, the Norfolk and Suffolk type is generally used for launching off an open beach of a description which can neither be called steep or flat. Powerful Lifeboats easily floated are required at these stations, hence the special advantage of this type, which are boats constructed to carry a very large quantity of water ballast taken on board as soon as the Life-boat clears the beach.

The Cromer type, oi which there were 3 in 1897, is now represented by 1, viz., Wells; Cromer and Blakeney having chosen boats of the Liverpool type to replace their old ones.

There are now 2 small whale-boats on the coast, viz., at Ryde and Poolbeg, whereas in 1897 Ryde was the only representative.

Tubular Life-boats, of which there were 2 in 1897 (New Brighton and Rhyl), are now only represented by the boat at Rhyl.

There are now 4 steam Life-boats, viz., at Holy head, New Brighton, Harwich, and Gorleston, the first 2 of the steam hydraulic description, the others driven by screw propellers. In 1897 there were 3.

In addition to the regular fleet of Lifeboats there is also the steam-tug Helen Peele, stationed at Padstow in 1901.

It is not in the above-mentioned types that the chief interest in the change which has taken place since 1897 is to be found, but in the Watson and Liverpool types.

In 1897 there were but 6 Watson Lifeboats and 5 Liverpool boats, these latter being actually confined to the neighbourhood of Liverpool, and, in fact, were to be found at the four stations taken over from the Mersey Docks and Harbour Board in 1894.

Now there are 41 Life-boats of the Watson type, and it is noticeable that they are not concentrated in one part of the coast, such as the Norfolk and Suffolk Life-boats, but are to be found north, east, south, and west. These magnificent Life-boats are principally adapted for launching off slipways, or being kept afloat. There are, however, a few stations at which the launch always takes place at the same spot where the smaller sizes of these boats are provided with transporting carriages, but it cannot be said that they are well adapted for this method of launching.

At New Brighton a large Watson Lifeboat has taken the place of the tubular boat which was there in 1897, but in the forty other instances they either took the place of self-righting boats or were chosen for newly established stations.

Among the stations where the largest of this type are to be found may be mentioned Harwich, Clacton, Mumbles, Fleetwood, Longhope, Howth, Kingstown, and Queenstown, where they have taken the place of large sailing selfrighting Life - boats, except at the Mumbles, where the present Life-boat was chosen to take the place of a small self-righting boat.

A very popular size of Watson Lifeboat is the 38 ft. by 9 ft. 4 in., pulling 12 oars and weighing about 6 tons. At a considerable number of places where the Life-boat is required to launch always at the same spot these boats will now be found mounted on slipways, their weatherly qualities, and, to a certain extent, their power under oars soon gaining popularity for them. -They have been put to very severe tests both at wreck service and when out for exercise, with most gratifying results.

These boats have for the most part taken the place of small self-righting boats which were obviously unsuited to the work required of them. The following are among some of the most noteworthy stations at which they are to be found : Poole, Weymouth, Torquay, St. Mary's, (Scilly), Tenby, Pwllheli, Abersoch, Bull Bay, Troon, Southend (Cantyre), Anstruther.

A rather larger size, viz., 40 ft. by 11 ft., also finds favour, especially at places where not much oar work is required, but at the same time a fast sailing boat is necessary which may possibly be called away for some distance from her station. Littlehaven, Piel (Barrow), Wexford, and Helvickhead (Dungarvan) have these boats, and with the exception of Wexford, where the boat lies afloat, they are mounted on slipways.

To turn to the Liverpool type, these have increased in numbers from 5 in 1897 to 32 at the present date, and like the Watson boat may be found on every coast, and are usually much liked.

Their general size is 35 ft. by 10 ft. and weight about 3 tons 15cwt.; they are said to be easily launched off a carriage.

These boats have in most cases taken the place of small self-righting Life-boats and are to be found at Grimsby, Mablethorpe, Skegness, Sheringham, Cromer, Salcombe, Hope Cove, Porthoustock, Coverack, Minehead, New Quay (Cardigan), Girvan, Ardrossan, Campbeltown, Buckhaven, Dunbar, Portrush, Grooinsporfc, Cloughey, Killough, and Skerries, among other places.

There are 180 self-righting Lifeboats now on the coast, and it is well worth the trouble of anyone interested in the subject to compare the list given in the Annual Report for 1907 (or better still, the list in the 1908 report when it is published) with that of 1897. It will be seen that the narrow-beamed class has almost disappeared, and no doubt will soon be a class of the past. It was stated earlier in this article that these boats were never popular. If any proof were required for this statement it is to be found in the fact that when it became necessary to replace them boats of similar description were never ;isked for.

North Deal, Walmw, and Kingsdown still stick to their large self-righting Life-boats, and as they find them both suitable for launching off their steep shingle beach and excellent boats for working on the Goodwin Sands, it is not to be surprised at that they do not change. An examination of the list will show how very popular the 37 ft. by 9 ft. 3 ins., and 35 ft. by 8 ft. 6 ins., or 35 ft. by 8 ft. 3 ins., self-righting boats are, and deservedly so.

The light 34 ft. by 8 ft. pulling Life- boats on the Rubie system are also in- j creasing in numbers. They are found to be excellent boats to transport along a flat coast and launch to leeward of a vessel in the breakers. These boats are not supplied with sails.

There is one new type of self-righting Life-boat which must be mentioned, also designed by the surveyor of the Institution, Mr. Rubie, the principal features of which are that the boat, although measuring 35 ft. by 8 ft. 10 ins., only weighs 3 tons 4 cwt. against the 3 tons 15 cwt. or so of the 35 ft. by 8 ft. 6 in.

boats. They do not to so great an extent depend on a heavy iron keel for " righting " purposes, but the " righting " power is assisted by the water ballast which is admitted automatically and instantaneously on launching. It is very low down and adds enormously to the boat's power. There are at present but two of this class of boat, viz., at Ballantrae and Port Logan, and up to now they have been well reported on, but Life-boats have to serve a long apprenticeship before they can be accepted as successes.

In the Annual Report for 1897and each year since will be found a summary of the types of Life-boats at the end of the list of Life-boats, and in addition to this a letter or letters indicating the type is put against each Life-boat. It is a pity this excellent custom had not been adopted earlier, for it certainly is a great aid to those wishing for information on this head.

Although reference has been made in these pages as recently as last August to the action being taken by the Institution with respect to petrol motor Lifeboats, it would be improper to conclude an article dealing with the component parts of the Life-boat fleet without alluding to these boats, but in this instance the allusion will only take the form of giving a list showing their type, size, and H.P.

The Motor Life-boats already on the coast are— STATION.

Tynemouth .

Seaton Snook .

Newhaven .

Walton-on-the-Naze SIZE.

38 ft. by 8 ft.

42ft. by 11 ft.

37 ft. by 9 ft. 3 in.

43 ft. by 12 ft. 6 in.

TYPE.

S.R.

S.R.

S.R N. &S.

H.P.

10 30 24 40 REMARKS.

2-cylinder, 2-cycle 4-cylinder, 4-cycle The following not yet completed— Stromness . . . 42 ft. by 11 ft. 6 in. S.R. 30 Fishguard . . . 40 ft. by 10 ft. 6 in. S.R. 24 Stronsay . . . 43 ft. by 12 ft. 6 in. W. 40 „ Thurso . . . . 40ft. by 11 ft. W. 30 What changes another 10 years will bring forth remain to be seen.

2-cycle.