1904 to 1947—a long period, but a very pleasant time of work and progress in life-boat design. For seventeen years before that, I had the privilege of carrying out, under his supervision, the'designs produced by the late G. L.

Watson, who was the Consulting Naval Architect to the Institution up to the time of his death. Sixty years in all connected with life-boat work! I well remember that day, late in the year 1904, when I attended the first Building Committee Meeting, after Mr. Watson's death. I had attended life-boat trials, and committee meetings previously, in 'Mr. Watson's absence, but at this particular meeting I was installed as his successor, an honour of which I was fully conscious. I admit that I was somewhat nervous, and in my reply to Sir Fitzroy Clayton's welcome I stumbled; but I was kindly helped by the sympathetic encouragement of Captain Nepean, then Chief Inspector. I had not applied for the position, preferring to leave the matter entirely to the Committee, before whom I had appeared on a few occasions, to report on trials which I had attended.

The Building Committee, tinder the Chairmanship of Sir Fitzroy Clayton, was very kind to me. I can now, as it were, see each member seated round the table in Charing Cross Road. All have now gone, but the memory of each one remains clearly in my mind.

The Days of Top Hats In these days after the committee meeting, we adjourned to the room at the back, and partook of a frugal lunch, at which we had an opportunity to discuss many matters. At one such lunch a discussion arose on the Sarajevo incident, which had just occurred; but discussions were generally on life-boat matters.

At that time I attended the meetings dressed with a frock-coat, and I actually visited the building yards wearing a silk hat.

The steam life-boats, which had done good work, were soon to give way to motor life-boats which were being experimented with. I attended the trials of the last steam life-boat. She was built of steel, at Cowes. The day of the trials was a particularly bad one; in fact the builders questioned if we should go out. But rf she could not face such trying weather, the sooner we knew that the better; so the trials took place. During the day there was not only a downpour of rain, but there was a heavy sea, and some on board succumbed to- sea-sickness. I rather enjoy an outing of that kind, but I learned afterwards that it was expected I would be a victim. Queen Victoria was in residence at Osborne, and she sent to enquire what boat it was that was out on such a day.

The First Motor Life-boat In the early days of motors, one or two old life-boats were converted as experimental boats. The first motor installation was carried out at Cowes under the direction of Captain du Boulay. A simple alteration to the stern was made for the propeller to be fitted in these old experimental boats, and the results were encouraging, though often annoying. Ghie of these experimental boats did good service for a number of years. There were many troubles, so we were often much delayed getting home from trials at Errth. But we had many happy picnic lunches down the river. After these experiments, the building of specially designed motor life-boats was commenced.

I was asked to design a new boat, and thus began the long arduous days, which have resulted in the present-day efficient twin-screw life-boats.

Motors by a number of makers were from time to time tried, and there was a yearly visit to the motor show in London. The present engineering officers will be interested to know that the specifications for these motor installations were prepared in my office! But ultimately the motors had to be designed by, and built under, the supervision of the Institution's engineers.

And now after much experience, any trouble is a rare occurrence.

From pulling and sailing life-boats, the introduction of motors was gradual.

First the engine was auxiliary. Then as motors became more reliable, sails formed the auxiliary, the single-screw motor becoming the main power. The next step was the introduction of twin motors. And now that these are so reliable, sails are dispensed with, except in a few special cases. Twin screws were first adopted for the larger boats.

Then gradually they were installed in smaller boats, and now all life-boats have twin screws—even the small surfboats.

Shelters and Cabins Along with the adoption of motors, came the necessity for some kind of shelter for the mechanic—a natural development. Many coxswains at first despised any shelter. But gradually they were fitted in all boats, and recognized as a necessity, because motor lifeboats can face such trying weather.

Next came the introduction of a cabin and -larger shelters, in the 46-ft. boats, which were then decked. All boats were originally open boats, but decked boats are more able sea boats, and have a better range of stability.

When sails were used the coxswain was aft, so that he could trim the sails as he wished. But when twin screws are adopted, and sails unnecessary, the problem is different. It seemed to me that the coxswain, who is the steersman, should then be further forward to give him better control, particularly when manoeuvring near a wreck.

After advocating this change I submitted a design in the year 1940 (see The Life-boat) for midship steering, with a larger shelter aft for the rescued persons, as it might be impossible to get some injured people down into the cabin. It has at last been tried in two 46-ft. boats. The result of the trials has been so satisfactory, that a much improved midship steering arrangement has now been devised; and with superior shelter for the rescued, the mechanic, the wireless, and the crew.

Wood or Metals ? Owing to present-day difficulties in obtaining timber for building wood life-boats, it may Very" soon be necessary to build the large life-boats of steel, or other metals. We are prepared for that contingency, having already considered this method of construction.

During these sixty years, there have been four Secretaries and seven Chief Inspectors. Of the members of committee when I was appointed, none remain. My relations with one and all, including every member of the staff, have been' more than cordial.

And I specially thank the Committee for the consideration and kindness I have received, and for the trust they have placed in- me. I must not forget the many life-boat coxswains and others, whom it has been my good fortune to meet during these years—men of sterling qualities, and a privilege to be associated with.

It is only right that I should give place now, although I am still keen.

But it is with reluctance that I do so. It is with feelings of much regret that I say good-bye to all, but it will be a happy remembrance to look back on these years of service, and those whom I have met and worked with..