THE building of new life-boats is necessarily delayed owing to war conditions.

I think it is, therefore, a suitable time to look back, and consider the way we have come to the present stage, then look forward, and consider the way we should go in the days to come.

In the early days of the Institution the majority of the life-boats were pulling boats, of shallow draught, with a flat floor, and light displacement.

These rowing boats naturally had a very restricted radius of action compared with present day motor life-boats, and were also unable to face the seas which the motor-boats think nothing of.

Larger and more able sea boats with sails, but of similar types, were gradually produced. But it was something like fifty years ago before more powerful deep-water sailing life-boats were placed at stations where there was sufficient depth of water for launching. These boats had good draught and displacement, but oars were still provided.

Naturally there arose a desire for some suitable type of mechanical propulsion, and steam was tried. A few larger boats were built and did good service, but that was before the days of the petrol motor.

The First Motor Life-boat.

I well remember the first attempt with a petrol motor. It was installed under the direction of Captain du Boulay, in an old life-boat converted for the purpose, and it is very interesting to note that the circulating water was a closed fresh-water system, which remains the system used at present.

The success of that boat resulted in further boats being similarly converted.

The first life-boat specially built for motor propulsion had a tunnel. The tunnel in this boat was very small, and after her trials, I learned that some people never expected she would go with such a device. But that boat did many years conspicuous service at Stromness. In those early days it was a somewhat trying, even exasperating experience going down the Thames to Erith for trials. A breakdown was a common experience, and a steam launch was occasionally in attendance against the chance of such an occurrence. One day the breakdown took place just opposite a fish-manure factory with a particularly obnoxious odour. On another day a dense fog came suddenly down, and whistles were blowing all round us. We never knew when we might be cut in half. Fortunately the fog lifted as suddenly as it had come down, and we found steamers all round us.

Changes in the Engine-room.

But perseverance, in spite of many difficulties, brought gradual improvements, and success. In those early days it was considered necessary to house the motor out of sight, boxed into the smallest possible space and covered by a water-tight hatch, so small that it would in no way interfere with the use of oars, sails, and other gear. A great change took place ,when the motor became more reliable, and was considered to be at least equal in importance to the sails. Great credit is due to the engineering staff of the Institution for the wonderful reliability and efficiency the present-day motors have attained. The engine-room has become spacious compared with those early boats, particularly since twin engines have been adopted. The twin engines were cautiously introduced, first in the largest boats, then gradually step by step down to the very smallest.

Only petrol motors were used until a few years ago. Diesel motors have now been adopted for the larger boats, since it is possible to get that type light enough for the purpose, and of course they are safer than petrol motors. All the motors built for the Institution life-boats are themselves water-tight, that is, they can be completely submerged —except for the breathing pipes reaching up from the cylinder headcovers —and yet run.

Early boats, and until comparatively recent times all motor boats, were quite open, and the men exposed. Now there are shelters in all sizes, small as well as large.

Wherever possible the larger boats have wireless-telephony, and many other modern appliances for life-saving.

We have therefore arrived at the time when all future life-boats will be built with twin engines. So sails are not necessary, and tunnels are still reckoned to be the best method for protecting the propellers.

A Design for the Future.

What of the future? We must advance. As long as sails were required, the coxswain had of necessity to steer from aft. Now that sails are no longer necessary, it seems to me that the proper place for the steersman in a power vessel of that type, is amidships.

He would have a much better view, not only forward, but all round, and that position is much better for controlling his crew. I have, therefore, prepared the accompanying project for a 46-feet deep-water life-boat, snowing this idea.

The steersman stands in a cockpit forward of the engines, and the mechanic sits just forward of the steering wheel and under a shelter, conveniently placed for • receiving orders from the steersman. The engine controls are at each side of the mechanic, and the instrument panels are directly in front of him. The controls lead to the engine in a simple mechanical manner, such as commonly adopted. The wireless room is forward of this shelter, sunk a little to give good headroom for the operator sitting at the instruments.

The shelter and the wireless-room would be insulated from engine noises.

Cockpit Rather than Cabin.

Instead of a cabin below deck, there is a large cockpit and shelter aft, for the crew and rescued persons. There is ample room under the shelter for at least two stretcher cases, which is better than trying to put rescued people down below in a stuffy cabin. Modern life-boats require to be able to go on service with the engine-room entirely closed, water-tight, and in this project there is a water-tight hatch to the engine-room just aft of the steersman's cockpit, which would allow the mechanic to get quickly to the engineroom.

There is also an emergency water-tight hatch to the engine-room from the after shelter. The bulkheads surrounding the engine-room and the fuel tank compartments are of steel.

The two fuel tanks are in the side compartments, separate from the engine-room. The coolers are in the forward hold, and there is access to these by hatches in the wireless-room floor.

The steering gear would be somewhat like the present type, but controlled from the cockpit amidships. The engine-room, wireless-room, and the two shelters have fixed side-lights, and each compartment would be well ventilated.

With the bigger propellers now to be used in this size of boat, better speed at sea should be attained..