WE think that the public will be inter- ested to learn something of the way in which the Institution deals with one of the most important branches of the great life-saving work entrusted to it. Few except technicaJ experts can fully realize the perfection of workmanship and material which is demanded in the con- struction of Life-boats, but even the "man in the street" knows that they are the most perfect instruments for the saving of life from shipwreck which science has been able to devise and money can provide.

Nor would anything less be appro- priate to the exceptional work which these boats are called upon to perform.

Bismarck once said, in answer to the suggestion that, with first-class troops, inferior equipment did not matter very much, "I should count myself a criminal if I were to send such men out to fight •without the very best that money can buy." We know, to our cost, that the founder of the German Empire carried out his views in the most thorough man-1 ner, and, early in the War, we recognized the absolute necessity of providing our gallant troops with the best equipment, munitions, guns, and the best protection against the devices of the enemy, which j could possibly be obtained.

If that is the sound policy where it is a question of fighting the enemy, it is nexion with the saving of life by men who come forward of their own free will, assuredly the only possible policy in con- ready to risk their lives to save others.

We must see to it that the risk which they run, which is in any case bound to be great, is rendered as slight as possible by the perfection of the boats in which they are asked to carry out their heroic duty.

This is the policy which the Committee of Management have kept steadily before them right through the history of the Institution, watching every step in the progress of science and always on the look-out for anything, whether it be material or new ideas, which could add to the qualities which have made our Life-boats the models of every Life-boat Society ia the world.

It must sometimes have occurred to thoughtful members of the public to ask the question : Does the Institution build its own Life-boats ? If not, does it place them oat to contractors all over the country, or does it employ one, and is the work supervised in order that the Committee may know that the Life-boats are, in material and workmanship, that perfect thing which they demand and for which the generous public supply the funds ? The present article answers these questions as fully and clearly as is possible within the limits of the LIFE- BOAT JOURNAL.

New Life-boats are continually being called for, to replace those worn out on service, and to supply new Stations.

When providing these new boats, the Committee of Management of the In- stitution endeavour to improve every detail, from the experience gained by each boat in actual service, every detail being noted by the technical officers and the Consulting Naval Architect. One of the most important matters which they have to arrange, however, is the con- tract for the building of the Life-boats.

The history of Life-boat building for the Institution is long and varied, but one point has always been kept in view —namely, to get a first-class article on the best obtainable terms. In this endeavour many methods have been tried, although it is unnecessary to state all the experiences which hare led to the adoption of the plan now in force.

It was previously the practice of the Institution to make a contract for building one or more boats with any establishment in the three kingdoms which was considered capable of turning out the work, and who submitted a favourable tender. This method was given a long and fair trial, being at one time considered the best way of attain- ing the object in view. But eventually it became evident that the system must break down, if it were to be carried out on anything like an economical basis.

It cannot be sufficiently emphasized that Life-boats are different from ordinary boats. In fact they are ex- tremely complex, owing to the nature of the work which they have to perform.

Hence their construction requires far more attention than the master builder or his foreman can find time to give, engaged as they probably are on other work at the same time. Constant supervision is therefore required by an officer of the Institution, who knows the significance of every detail and fitting, and whose sole purpose is to secure the perfect article. Now, when Life-boats were under construction in different parts of the country, thorough supervision became impossible without causing constant and serious delays to the builder; or else the Institution's surveyors would have had to be increased in number, at great expense. Again, the time of the Chief Inspector of Life- boats and other officials was encroached on to such an extent by travelling about, that the work they could attend to became restricted and expenses were further increased.

On the other hand, there was the question of material. The quality of the timber used is of the utmost importance. It cannot be properly seasoned unless it lies in the builder's premises for a considerable time before being used. A large stock must there- fore be kept; and this must be examined by the surveyor when purchased, and also when it is being cut up for the building of the boat. In many boats built under the distributed system, unsound or unseasoned material revealed itself, and the life of these boats was thereby reduced. It must be added that this question of timber becomes more serious. every year, owing to the increasing difficulty of obtaining the proper quality.

Again, a very high degree of accuracy in construction is necessary, for there must be no deviation from form or weight, whereby self-righting or other qualities might be impaired. If the policy of "good enough" (a, detestable phrase which we may hope that the War has killed) were once admitted, the life of a boat (and the lives of her crew) would be in jeopardy—an unstable thing, the sport of chance. When saving life under the exceptional con- ditions which these coast Life-boats have to contend with the best is also the most economical in the end. With workman- ship, therefore, as with material, the standard required can only be obtained as the result of the most careful and constant supervision.

There is little wonder, therefore, that the plan of distributed building ulti- mately broke down. When the boats were smaller and simpler, and there was not the same urgency for delivery, the difficulties were not so great; but it latterly became impossible to get every- where the same standard of quality.

And to increase the Institution's staff sufficiently to cope with the difficulties and the increased output was quite out of the question, as it would have meant a permanent burden of enormous additional expense.

The Committee were therefore forced to consider the whole question very carefully, and after much deliberation, they came to the conclusion that the only feasible plan to obtain the best results with a minimum expenditure was to concentrate the building. Thus the method at present in force was adopted, and for many years practically all the Institution's Life-boats were built by the Thames Ironworks Co., Ltd., at Blackwall.

The advantages anticipated by this method of concentration have been well proved in aetual practice. The super- vision was thorough, and was secured at much less cost. One good surveyor was able to do the work of all those re- quired when the work was distributed — and able to do it far more efficiently.

Everything was daily under his eye; and, when two or more boats were being built to the same design, the saving was found to be very great.

The worrying difficulties about getting good and properly seasoned timber were to a great extent solved. A large selected stock was always kept on the premises in process of seasoning—a stock such as no establishment building only one or two boats could be asked to keep. But when a dozen or more boats were build- ing at one time, and all together, it worked out economically and well.

The economical advantage was enormous, too, in connexion with the Institution's designing department and the Chief Inspector's work, because they were able to be in constant personal touch with the builders, instead of only paying occasional visits, and had no difficulty in undertaking an increased output.

In. consequence, the same standard of excellence was obtained in the case of every boat built; and it has been clearly demonstrated that the life of the boats built under this concentrated system has been lengthened.

The Committee, therefore, are satis- fied that the concentrated system, which they have tried for so many years, has proved a complete success both for excellence of production and minimum of cost. The terms they were able to arrange with the Thames Ironworks Co. were favourable, a per-, centage for profit being allowed to the firm on the cost of the work. The time sheets and all prices of materials, were systematically checked by the Institution surveyor and time-keeper, who were constantly on the premises.

Unfortunately for the Institution, the Thames Ironworks Co. gave. up business a few years ago. But the con- centrated system of building had proved so successful that it has been adhered to. In order to secure a wide field of selection a considerable number of the best building establishments in the country were invited to quote terms, and, from those who did so, Messrs.

S. E. Saunders, Ltd., of Cowes, were selected, as being the most favourable.

Later, in order to cope with the pressure for the delivery of boats, Messrs.

Summers and Payne, Ltd., Southampton, were given a contract for a certain number of boats.

It may also be mentioned that when motors began to be installed in some of these Life-boats, the Committee first tried many different engines by good makers. Experience, however, soon taught the same lesson as in the case of the boats—concentration was the proper plan to adopt. And so practically all motors are now built to the Institution's own specification, which of necessity has many requirements totally different from those of standard practice. JFor build- ing these motors, a, favourable contract has been made with Messrs. J. Tylor and Sons, Ltd., who have produced excellent work.

Unfortunately, the War has hampered the building operations of the Institution.

The Government can only allow a fey boats to be constructed at present.

Therefore, until the War is over, most of the building work has been brought to a standstill.

The policy of concentration has also been adopted by the Institution in other directions. The Store Yard, which be- longs to the Institution and is situated at Poplar, has recently been enlarged and reorganised. There the reserve boats (a few of which must always be kept ready) are housed; also all the spare gear—in fact, every article which it may be necessary to despatch at a moment's notice to any part of the coast.

For supplies such as paint, ropes, life- belts, sails, oars, and other items of gear, the Committee take yearly estimates from firms all over the country, and fix contracts accordingly. In fact, " efficiency with economy" is the motto of the Committee..