By M. GRANJON de LEPINEY, Administrates Delegue.

[The footnotes are by the Editor of " The Life-Boat"] THE Central Society for Saving the Ship- wrecked * was founded in 1865 in the following circumstances. The Depart- ment of Public Works, which has charge of the lighting and buoying of the coasts, recognised the importance of completing this organisation by the establishment of a life-saving service. Realising that practically the whole of the coast was without any means of giving help to the shipwrecked, and alarmed at the conse- quences of such a state of affairs, it decided that it was the duty of the State to find some means of supplying this need.

A Committee, presided over by M.

Reynaud, the Inspector-General of Roads and Bridges, made an inquiry into the causes and number of wrecks, recognised the comparative uselessness of what had been done up to that time and examined the arrangements which it appeared possible to make. It seemed to the Committee that these should consist of the establishment of a certain number of life-saving posts, and in the formation of local societies, to which the Govern- ment would give its help with gifts of material and, if necessary, with subsidies.

" But, if these societies," the Com- mittee's report stated, " were left to their own resources there would be a * Societe Centrale du Sauvetage des Kaufrages.

danger, judging by the example of the past, that their efforts would ultimately fail. It would be necessary, therefore, to set up a central driving force. Further, crews were necessary for the Life-boats, and for them also some form of control would be indispensable. The centralisa- tion of the life-saving service on the coasts of France would seem therefore to be essential." The Government Departments of Marine, Finance and Public Works unanimously agreed that the best solu- tion would be to entrust the formation and control of the general service of life- saving to the initiative of a private society, to which the help of the Govern- ment would be accorded. The Central Society has been recognised as a national service since 17th November, 1865.

At this time there existed in France only seven Life-boat Stations properly equipped, belonging to private societies.

These were at Dunkerque, Calais, Bou- logne, Le Havre, Honfleur, Aigues- Mortes and Marseille. At Hourdel, Saint- Malo, Molene, Audierne and some other places small boats described as Life- boats had rotted away without ever having been used,* for want of any form * A reference to our own records shows that very similar conditions had been found to exist on many parts of our coasts, notably in the Isle of Man (where the founder of the of control and of an organised personnel whose confidence had been acquired by experience and frequent practice. The discovery of these facts brought out some of the causes of the failure of earlier efforts, namely, the lack of a trained and disciplined personnel, and the lack of frequent inspection, without which the crews lost their discipline and the equipment perished.

In the course of the same year a Com- mittee set up by the Minister of Marine had been instructed to experiment with different Life-boat models collected at Cherbourg. The Committee reported in favour of the Life-boat of the English type, which, with numerous later im- provements, composed until 1903 practi- cally the whole of our life-saving fleet.

Since 1903 the Society has designed a Life-boat in wood, which is uncapsizable and unsinkable. It is provided with a system of automatic relieving valves, is fitted with oars and sails, and is in use at a large number of the Society's Stations. Since 1910 the Society has used Motor Life-boats, also built of wood, unsinkable and uncapsizable, with a system of automatic relieving valves, and able to be propelled either by sails or oars. It has also just built a large Motor Sloop, on which oars cannot be used.

On 2nd April, 1866, a Government circular was sent out regulating the signals to be used by the Semaphore Stations in the case of wrecks which could be seen from the shore, and instructing them to send a messenger immediately to the nearest Life-boat Station with all particulars of the wreck which the look-out had been able to obtain. These instructions were repeated in 1892 by the Vice-Admiral Prefects of the five maritime districts.

The establishment of Stations equipped with large or small life-saving apparatus, and also of life-saving stations, was carried on at the same time as the establishment of Life-boats. The Custom House officials, who are to be found all round the coasts, and who have always Institution, Sir William Hillary, had died in 1847), when the Committee of Management examined the state of affairs as a result of the stimulus given to the Life-boat Service by the Duke of Northumberland's acceptance of the Presidency in 1851.

shown themselves conspicuously devoted and unselfish in the performance of their public duties, were put in charge of the life-saving apparatus.* In recent years, as in the past, the Society has adopted the policy of steadily increasing the number of its stations, but it has devoted itself still more to the work of increasing the efficiency of those stations which already existed. It can easily be understood that the rapidity of action in life-saving is of supreme importance and all possible means of ensuring this are carefully and closely examined. With this object large numbers of slipways have been built or lengthened, Life-boat houses taken down, launching rails laid and telephone lines set up. The greater part of the launching slipways built by the Society in ports which otherwise would tiave had none at all have been of the greatest use to the fishermen in their daily work; and so, quite apart from their value to the work of life-saving, are of permanent service.

An idea of the steady increase in the work of the Society may be gained from ;he figures of its annual expenses which, thirty years ago, amounted to 200,000 irancs. By 1900 this was increased to 300,000 and by 1910 to 360,000. In 1912 the figures were 700,000 and in 1920 no less than 1,700,000 francs. This ncrease of expenditure comes almost entirely under the head of " New Con- struction and Improvement of Existing Stations." The principal effort has been directed ;o Motor Life-boats, the interest and value of which needs no proof. Much time was devoted to the preliminary xperiments. Petrol motors, it is true, lave for several years been used with good results at sea, but it was a matter of especial difficulty to adapt them to the needs of the Life-boat, which is called upon to make its way through the leaviest seas, across reefs and through surf. To-day the experimental period may be considered at an end, and the Society has ten Motor Life-boats on the coast, f * In Britain the life-saving apparatus is under the control of the Board of Trade.

t The Institution, which began its experi- ments in 1904, has thirty-eight Motor Life- Organisation.

The Society consists of benefactors, founders, donors and annual sub- scribers, and its revenue is made up as follows :— (1) Annual subscriptions.

(2) Donations.

(3) Collections and special efforts.

(4) Subsidies which, it receives from Government Departments, General Councils, the Communes and Chambers of Commerce.* (5) Voluntary contributions from the Mercantile Marine received through the shipping agencies.

(6) Interest on moneys which have been given or bequeathed, and which have been invested in order to ensure that the Society shall have the means to equip and efficiently maintain the stations and life-saving posts.

The Society is administered by a Council consisting of forty members elected at the General Meeting, with the Ministers of Marine, Finance, Commerce and Public Works as Honorary Presi- dents. The Council is entrusted with the whole administration of the Service.

It meets as often as the interests of the Society demand, and it also meets once boats on the coast, six are approaching com- pletion, and fourteen more projected, of which eight will be ordered forthwith.

* Except for a brief period of fifteen years, from 1855 to 1869, when the Institution received annual sums from the Board of Trade, varying from £677 to £4,841, in repayment of awards to crews, etc., the Institution during its ninety-nine years of existence has received no subsidy whatever from the State, pre- ferring to rely entirely on the generosity of the British people. In this connexion it may also be noted that, during these years, doubtless as a result of the subsidy, the Institution ceased to receive the large contributions which previously it had received from the Committee of Lloyd's and from Trinity House, contribu- tions amounting annually almost to as much as the yearly average of subsidy for these fifteen years, nor has support on this scale from these two bodies ever been renewed.

But we are confident that, as the work of the Institution becomes better known in the record of its benevolent activity which the approaching Centenary will mark, all the great groups—shipping owners and companies and public bodies—which are most intimately associated with maritime affairs, will show their appreciation in generous measure. j a quarter. The Council chooses the President and four Vice-Presidents from among its own members. Follow- ing the principles which determined its choice in 1860 it has, since the Presi- dency of Admiral Eigault de Genouilly, re-elected to the Presidency in succession Vice-Admiral de la Ronciere le Noury in 1873, Contre-Admiral de Montaignac in 1881, Vice-Admiral Jurien de la Graviere in 1890, Vice-Admiral Lafont in 1892, Vice-Admiral Duperre in 1901, and Vice-Admiral Touchard in 1914.

A Committee of nine members is entrusted with the details of administra- tion, and one member of the Committee, chosen by the Council, represents the Society in all legal matters and in all affairs in which it takes part. He is known as the Administrateur-Delegue.

All technical matters—the type, design and size of boats, establishment of stations, life-saving apparatus, etc., are submitted to a Committee presided over by a Vice-Admiral, and consisting of retired naval officers, who are adminis- trators or inspectors of the Society, two directors of naval construction, and a senior officer of naval gunnery.

The work of inspection is entrusted to a secretary-inspector and to inspec- tors who have served in the Navy, either as captains of cruisers or lieutenants of men-of-war. They are always at the disposal of the Society, and in conse- quence are unable to take up any other occupation which would prevent them from going immediately to any point on the coast where they might be required. On returning from their tours of inspection they make a report on those places on the coast where, in their opinion, it would be useful to establish a Life-boat station or a life-saving post.

It is the duty of inspectors to see that the equipment is maintained in perfect condition and ready for immediate use, and they must satisfy themselves that the crews of the Life-boats and the Custom House officials are thoroughly trained in their duties The budget prepared by the Adminis- trateur-Delegue is examined by a Com- mittee of three members, then by the Administrative Council, and finally sub- mitted to the approval of the General Meeting.Organisation on the Coast.

At each of the places where a Life- boat is stationed by the Society, a Com- mittee is entrusted with the work of administration. This Committee is composed of at least three members resident in the district, one of whom must be a sailor. The representative of the Department of Naval Recruitment is ex-qfficio a member of the Committee.

Each Local Committee chooses one of its members, if possible a sailor, to take control of the personnel and equipment, and it is through him that instructions are issued to the Coxswain. The Com- mittee meets at least twice a year, before and after the winter. It satisfies itself that everything is in perfect condition, and discusses all measures necessary to maintain the efficiency of the station.

The Society places at the disposal of each Committee such a sum as the needs of the station require, and the accounts are kept by the Treasurer in a book which he receives from Headquarters.

At the end of each quarter the Com- mittee sends to Headquarters a state- ment of receipts and expenses drawn up in the prescribed way. To this state- ment is attached an account of the quarterly exercise, with the names of the men who took part and any necessary comments. A detailed report is sent to Headquarters after every service launch.

On the establishment of a station the crew are chosen by the Local Committee from among the fishermen and other sailors who have given in their names.

The crew consists of a Coxswain, a Second Coxswain, and twice as many men as the number of oars carried by the Life-boat. The crew of a Motor Life- boat includes a mechanic. The Coxswain and Second Coxswain are chosen by secret ballot at a meeting of the Life- boatmen in the boathouse, subject to the approval of the Local Committee and of the Administrative Council of the Society. The same procedure is adopted when it is necessary to choose a new Coxswain and Second Coxswain, and vacancies among the crew are filled by sailors chosen by the Local Committee on the advice of the Coxswain.

As soon as the crew has been formed it carries out several practice launches, in order that the men may know their work and their places in the Boat. After this the exercises only take place once a quarter, and, wherever possible, a day with rough weather is chosen.

The Life-boats are kept in houses near the slipway and, if possible, at the top of it. In exceptional cases they are kept afloat, but this arrangement is never adopted except temporarily or for want of any better method when all others are found impossible.

The watchers at the Semaphore Stations are under orders to inform the nearest life-saving station, in the quickest way possible, of wrecks of which they receive information, and the Society pays the expenses incurred in giving information. In addition to this a small monetary reward is given by the Local Committee to whoever is the first to give information of a vessel in distress.

The stations of life-saving apparatus (provided with rockets, cannons or guns) as well as the life-saving posts, which are scattered in great numbers all round the coast, are provided with medicine chests, life-saving belts and buoys, lines, boat-hooks, etc., are entrusted to the Customs Houses, and the officials of the Customs are placed in charge of them. The inspectors of the Society visit these stations, give all necessary instructions and satisfv themselves that the equipment is in condition and that the personnel is kept in practice. In these stations of the first class, those provided with rockets or cannons, there are quarterly exercises, and payment is made to those who take part in it.

Whenever the Customs House Brigade go out with their apparatus, whether in order to help the shipwrecked or simply as a mean of precaution the Society rewards them according to a fixed scale.

Every quarter reports on their work and demands for anything that may be required are sent in by the officials to the directors of the Customs and are handed over, through the director- general, to the Life-boat Society. The tugs in the harbours are also equipped with line-throwing cannons and the lighthouse keepers are provided with the different apparatus for life-saving.

It remains to summarise the results of all the work that has been done inthis way for nearly fifty years as the result of the generosity of the sub- scribers to the Society and of the tireless devotion of the Life-boatmen. From the foundation of the Society up to the 1st January, 1922, the money spent on Life-boat, Life-boathouses, slipways and launching rails, on line-throwing sta- tions, life-saving posts and the different apparatus needed, on rewards, com- pensation and help to the Life-boatmen and their families, etc., amounted to 19,670,593 francs.* The number of lives saved during the same period has been 25,350, and the number of Life- boats round the coast is 122. The policy of the Society can be indicated in a few words.

(1) To establish new Life-boat sta- tions, and stations with life-saving apparatus on those dangerous points— and still some exist—which are at present unprovided with any means of life-saving.

(2) To maintain and improve the existing stations.

(3) To replace equipment which is old or out of date. In a fleet of 122 boats one can easily see that it is essential to * At the pre-war rate of exchange this is equivalent to £786,303.

renew several each year, and we have therefore to make provision in each budget for several new boats.

(4) The adoption of Motor Life-boats at all those stations where the local conditions put no obstacle in their way | and where there is sufficient shipping to justify it. The work is the most im- portant and the most onerous. Motor Life-boats ought, of course, to be constructed in such a way that they possess all the qualities of stability, automatic relieving valves, etc., essential to a good Life-boat, and that they are sufficiently large to take a good number of people on board. The capital expendi- ture is, for this reason, large, and the subsequent cost of maintenance is also heavy, since a Motor Life-boat, if it is to keep efficient, requires daily care and frequent practice launches.

For the accomplishment of this pur- pose we are always in need of increased I support, and for this reason, now, as in : the past, the Society makes an urgent | appeal to the generosity of all people ' who are interested in this splendid and ! humane cause. The greater the re- sources the greater will be the number of services carried out, and in this those who have contributed to its funds will find their reward..