THE review of the Institution's Motor Fleet, which it is usual to make at this time of the year, reveals the fact that we are feeling our way slowly, but surely, in the use of Life-boats installed with motor power. Ten years ago there was no Motor Life-boat on the coast. There are now seventeen at their stations and five in the building- yard. In. the year 1904 a self-righting boat was installed with an 11 H.P.

Fay & Bowen motor, and the experiment proved such a success that, after a long series of further tests, three more Life- boats were converted into motor-boats during the following year. Details of these boats will be found in the Life- boat Journal, Vol. 19, Nos. 213 and 218.

So satisfactory did these experimental boats prove that the Committee of Management felt justified in beginning to build special boats for the purpose, and three such boats were completed in 1908, two in 1909, three in 1910, two in 1911, and five in 1912. These last five boats have all been completed since the last review of the Motor Fleet was published in February, 1912, and it is proposed to give a brief account of them, so as to enable our readers to form some idea of the advance that has taken place.

Campbeltown, Seaumaris and Peter- head.—These are three sister boats of the largest Watson type (43' X 12' 6"), installed with powerful Tylor motors, designed for 50 B.H.P. at 700 revs., but which on trial actually developed 60 B.H.P. at 600 revs., a result far in excess of the expectations of either the Institu- tion's officers or the makers. Of this trio, the Campbeltown boat was the first to be completed, and after very successful river trials, during which she attained a speed of 7 • 6 knots, with a consump- tion of thirty-eight pints of petrol per hour, and further sea trials at Harwich, she left the latter port on the 4th of July, under her own power, and pro- ceeded up the East Coast. Passing through the Forth and Clyde Canal, with its forty locks, the reverse gear— and the motor engine itself—received a severe test; but no hitch was ex- perienced in any way, the boat arriving at her station on the 25th of July, having proved herself a thoroughly good sea boat, and giving great satisfaction to the District Inspector and her crew.

Beaumaris.—This boat is completed, and will go to her station in the early spring.

Peterhead.—The boat for this station proved herself rather more successful on her river trials than her sister boat for Campbeltown, attaining a speed of 7 • 75 knots, but with an increased consump- tion of petrol, the consumption being at the rate of forty-four pints per hour.

Her sea trials at Harwich commenced on the 3rd of December, the results being all that could be expected. During the six running days she covered an approximate distance of 238 miles, at an average speed of 7| knots per hour, the motor running at an average of 650 revs, per minute. The consumptionof petrol for the whole time amounted to 174 gallons, which gives an average of 5 • 48 gallons per hour. No trouble of any kind was experienced during the from sheer cussedness, leaving the motor gloomily silent for about an hour and a half. However, all were glad at 11 A.M.

to sight Flamborough Head looming trials with the motor or reverse gear, i up through the mist. The boat had and on the llth of that month she left ! been steered on a single course from the Harwich for her station under her own j Cockle Lightship, a convincing testimony power, in charge of Lieut. 0. H. Forbes, j to the accuracy of the compass. From R.N., the Institution's Inspector of j Flamborough to Scarborough a W.N.W.

Life-boats for the Northern District. j gale was experienced, and with the The following is an extract from the j spindrift finding its way through their log-book kept during the passage. It j oilskins, all were glad enough to reach will be seen that a certain amount of | salt water has got into the account' Scarborough shortly before 1 o'clock in the afternoon. Admitting the time lost which we have not thought necessary j by the sparking-plug trouble, the passage of 132 miles had been done at an average of 8 knots speed, and with to dry out: "Arriving at Gorleston at 2.40 P.M.

on the llth, it was found that the south I a consumption of less than five gallons cone had just been hoisted, and it | per hour of petrol.

" On the 13th inst., at 8 A.M., a start was again made in a westerly gale, the boat making a great run to the Tyne.

appeared wise, in view of probable approaching bad weather in the Long Deeps, to abandon the proposed night's rest at this port, and to face a further j It was blowing very hard indeed, and lengthened run at sea. The petrol- j a nasty short sea was met when off tanks were therefore replenished irn- ! the mouth of the Tees, some minor mediately, provisions for the trip taken, ! trouble being experienced here owing the recommended way to carry them | to the failure of the circulating water, being ' inside,' and three hours later Gorleston was left in the distance, with a fine fair wind, but the whole of the flood tide against her. Shortly after i starting thermos it was discovered that the flask which becomes a necessity in these motor-boat passages, if hot tea is in any way to be considered as a comfort—was broken, the resultant remarks constituting a serious danger with a deck cargo of petrol. Good progress was made under sail and motor power until 1 A.M. on the 12th, when the wind flew to the northward, and headed her, it becoming bitterly cold ; j and as the boat was washing down in j the short tidal sea, the elements of i but this was rectified immediately, the Tyne being entered, after a very cold trip, at three in the afternoon. It was found that the boat had averaged 8 • 2 knots for a little more than five gallons per hour consumption.

"On the 14th inst. the gale still continued, but had veered to the northwest when the boat sailed at 8 A.M., and consequently a good dusting was experienced in reaching Blyth, which it was thought prudent to enter to give all hands a lengthened night's rest, the passage being again resumed on the 16th, under the unusual conditions of a moderate W. gale and a very hard frost. Under these wintry conditions, the weather seemed to cut right through i but with the help of a fair tide, Berwick her occupants. The following morning i was reached at 2 P.M., the average speed attained being 8 knots.

" On the 17th she cleared from Berwick, the •wind having backed to the S.W., and on this day the fastest run at about 6 A.M. the wind drew round to the westward, enabling better progress to be made. Shortly afterwards, No. 3 ignition plug blew, and, after being refitted, evidently did it again was made during the trip, in spite of aheavy sea being met on the Firth of Forth opening out, the boat averaging 9 knots on the whole run to Montrose, which port was entered at four o'clock in the afternoon.

" On the 18th a short run was made to Aberdeen, to enable the inhabitants of this city to see the new motor boat, the afternoon being given up to short runs in Aberdeen Harbour, as a result of which the boat and her handiness were very much admired.

" On the 19th a final day's run was commenced at 9.45 A.M., the boat achieving another 9 knot average to her destination, which was reached early in the afternoon. Here a hearty welcome was received from the entire fishing population, the arrival of the boat having been anxiously looked forward to by all.

" During the passage from Harwich to Peterhead this boat covered an approximate distance of 412 miles in 54| running hours, at an average speed of 7 • 56 knots over the whole distance, the consumption of petrol amounting to 279 gallons, or an average of 5-12 gallons per hour." Clacton-on-Sea.—The necessity having been shown for the provision of a motor boat, the Committee of Management decided not to build a new one, but to install a motor in the large Watson sailing boat (45' x 12' 6") at the station.

She was accordingly sent to London, and fitted with a Tylor motor of 40 B.H.P. On her river trial she attained a speed of 7'63 knots at 680 revs., and was despatched to her station on the 9th September, where it is hoped she will earn a good name for herself. This boat is kept on a slipway on the pierhead, and under ordinary conditions can be launched from either side of the pier.

St. Dawd's.—This Life-boat, situated as it is in Ramsey Sound, has to contend with tidal races of extraordinary strength, and on more than one occasion the attempt to battle with these has been too much for the pulling Life-boat stationed there. It is therefore undoubtedly one of those stations which will reap great benefit from a Life-boat with motor power. The boat built for it is a self-righter, 40' x 10' 6", installed with a 40 H.P. Tylor motor. Her passage from London to St. David's, during some of the bad weather of last autumn, was a very severe test of the qualities of both boat and engine.

Her log shows that on six out of the nine days at sea she encountered gales of wind accompanied by heavy seas, and she had to pass through the centre of the well-known tide races of St. Alban's Head and Portland Bill. The District Inspector, who was in charge of her during this voyage, reports that she was an exceptionally dry boat, and that 110 trouble whatever was experienced with the motor throughout the entire run.

Newhaven.—The next boat added to the fleet was sent to Newhaven, the oldest motor Life-boat station belonging to the Institution, as it was to this port that the original experimental boat was sent in 1904. The new boat is a selfrighter, 38' x 9' 9", with a 35 H.P.

Tylor motor. She left on the 30th October, and arrived at her destination after a couple of days' run. She has, since her arrival, given an excellent account of herself, and has already been out on service.

Before concluding these brief remarks on the composition of the motor fleet, it will be as well once more to call attention to the fact that, should the motor in a Life-boat break down, the boat, with her masts, sails, and oars, is really no worse off than if she had gone to sea without a motor. This is an important point, which should always be brought to the notice of local committees and crews at those stations where the question of supplying a motor Life-boat has come to the front.

A Table is annexed giving full details of all the motor Life-boats now on the coast or building. * • BOAT. MOTOE. PBOPELLEE. SPEED. PETKOL. . Cylinder. •0 s STATION. .s «_ | jj Reverse Gear. |* •8 'S'i 'E REMARKS. tri • d • S s § .1 V !§• -t II s 1 £, 8 i 1 W 1 S | § 1 | .t? S •§ fe "o" 3 = e £ 35 £ a m M fc M 35 S J? 3 S s * K-a «! S8a 5 Sunderland (old) 1904 S.B. 38' x 8' 14 fFay & (Bowen j 11 500 cwt.

24 2 L.T.M. /Durham Churchill 450 5-9 12 16 ( Ssa Teesmouth (Be- serve No.2) (old)/ In reserve 1906 1907 S.B.

S.B. 42'xll' 37'x9'3" 15 11 Tylor. .

/ Thorny- croft / 35 24 900 1000 184 20 4 4 5 5 5 Forced L.T.M.

L.T.M. 21" 19" 15" 14" Buffalo . .

/Thornycroft clutch / 850 800 6-75 6-8 18-5 15-6 38 36 Pi ni Walton-on-Naze . 1906 N.&S. 43' x 12' 6" 14 Blake . 32 600 22J 4 5i 6J .. H.T.M. 22" 30" Blake clutch 600 7-42 20-4 78 JfS Stronsay . . . 1908 W. 43' x 12' 6" 12 Blake . 40 600 26| 4 5& 6A .. H.T.M. 22" 26" G.E.P. . . 612 7-2 25 60 Stromness 1908 S.B. 42'xll'6" 12 Tylor. . 30 800 20J 4 5 5i ,, L.T.M. 22" 21" V.E.P. . . 816 6-65 21 50 Fishguard . . 1908 S.E. 40' x 10' 6" 12 Tylor. . 24 650 23J 4 5 6* ,, L.T.M. 18" 23" M.E.P. . . 680 6-79 22 50 H Broughty Ferry . 1909 W. 40'xll' 12 Tylor. . 40 700 21* 4 54 64 ,. L.T.M. 22" 22" V.B.P. . . 700 7-22 34-5 50 W H Donaghadee . 1909 W. 43' x 12' 6" 10 Blake . 40 600 27| 4 «& 6A „ H.T.M. 24" 24" H. &S. . . 580 6-9 29-25 GO H Wicklow . 1910 S.E. 40' x 10' 6" 12 Tylor. . 40 700 26J 4 54 64 ,, L.T.M. 22" 22" H. &S. . . 680 7-00 36 60 M Seaham • 1910 W. 38' x 10' 10 Wolseley 34 700 25J 4 5 gi L.T.M. 21" 21" V.E.P. . . 700 6-97 30 50 t3 St. Abbs . . . 1910 W. 38'xlO' 10 Wolseley 34 700 •* 25J 4 5 6J ,, L.T.M. 21" 21" V.E.P. . . 700 7-15 33-75 50 td o St. David's . . 1911 S.E. 40' x 10' 6" 12 Tylor. . 40 700 27 4 54 64 „ L.T.M. 22" 22" H. &S. . . 690 7-29 34-5 60 l h3 Tynemouth . 1911 S.E. 40' x 10' 6" 12 Tylor. . 40 700 26J 4 54 "i" j» L.T.M. 22" 22" Gardner No. 4 690 7-52 36-75 60 Campbeltown (No. I)/ 1912 W. 43' x 12' 6" 12 Tylor. . 60 600 39f 4 6f ys " L.T.M. 24" 26" Gardner No. 4 600 7-6 38 80 Beaumaris 1912 W. 43' x 12' 6" Tylor. . 60 600 22 4 6I 7| „ L.T.M. 24" 26" Gardner No. 4 80 Peterhead (No. 2) 1912 W. 43' x 12' 6" Tylor. . 60 600 41 4 6§ 7f „ L.T.M. 24" 26" Gardner No. 4 650 7-75 44 80 Clacton-on-Sea . 1912 W. 45' x 12' 6" 12 Tylor. . 40 700 32 4 54 6J „ L.T.M. 24" 20J" Gardner No. 4 680 7-63 40 60 f Converted l(no tunnel). (— ' Newhaven 1912 S.E. 38'x9'9" 11 Tylor. . 35 750 24 4 5 64 „ L.T.M. 20" 20" Gardner No. 3 750 7-00 31-5 50 a Arklow 1913 S.E. 40' x 10' 6" Tylor. . 40 700 4 54 6J „ L.T.M. Gardner No. 4 B Fraserburgh . . 1913 S.B. 42'xll'6" Tylor. . 40 700 4 54 64 ., L.T.M. Gardner No. 4 W 93 Teesmouth (new) 1913 S.B. 40' x 10' 6" Tylor. . 40 700 4 34 64 „ L.T.M. Gardner No. 4 d Sunderland (new) 1913 S.E. 40' x 10' 6" Tylor. . 40 700 4 54 64 " L.T.M. Gardner No. 4 jS NOTES. * Motor Installation complete. C G.R.P. = Oaine's Reversible Propeller. I-' ,_,„.„ f L.T.M. = Low Tension Magneto. p vorae n«»r 1 V.R.P. = Villager's Reversible Propeller, ignition H-TiM._ High Tension Magneto. -Reverse near M K p _ Meissner-s Reversible Propeller. CO ( H. & 3. = Hesse and Savory's Reverse Gem..