THE LIFE-BOAT, · 2017. 1. 5. · human life an, d displacin ogn Britannia's brow the -wreat ohf...

THE LIFE-BOAT,OB

JOURNAL Or THE NATIONAL LIFE-BOAT INSTITUTION.

(ISSUED QUARTERLY.)

VOL. IX.—No. 102.] NOVEMBER IST, 1876. l~ PRTCE 4d.|_WiiH WRECK CHART.

THE MERCHANT SHIPPING ACT, 1876.THERE can be few Englishmen who arenot aware that during several years pasta very uneasy feeling has pervaded theBritish mind as regards the general statusof our "Mercantile Marine," alike asregards the vessels of which it is com-posed and the seamen by whom they areworked. As regards the former, it wasfelt that there was no other guarantee oftheir seaworthiness than the honour andpecuniary interest of their owners, whichlatter was not unfrequently nullified, oreven reversed, by over-insurance; whilst asregards the seamen, their reported gradualdeterioration, both morally and physically,the utter want of sympathy and interestbetween them and their employers, andthe increasing number of foreign seamenemployed in our ships, had, not un-naturally, induced a rather general im-pression that, after all, the huge, and inmany respects magnificent, machine was" rotten at the core," and that viewed asa reserve force, by which the backbone ofour power, our war fleet, would beworked in the event of a naval war, itsvalue would be almost nil.

Again, the continued frequent loss oftrading and passenger ships, and theannual sacrifice of several hundred lives,had, from time to time, thoroughlyawakened the public interest, and alarmedthe national conscience, which found avoice in the person of Mr. SAMUEL

.PLIMSOLL, M.P. for Derby; and spurred

I into action, to a great extent, by hisI zealous advocacy, a new Merchant Ship-ping Bill was prepared by the Governmentin 1869, and denominated " The MerchantShipping Act, 1870." Opposing interests,however, and the press of other publicbusiness, led to its postponement, and thecountry had at last to be satisfied withthe temporary intermediate Bill of 1873,entitled "The Merchant Shipping ActsAmendment Act," intended only to meetthe more pressing requirements of themercantile marine until the more com-

i prehensive Bill of 1870 could be againbrought forward in Parliament.

j In our 91st number (February 1874), we commented on. the several enaetmente of| that Act, and need not therefore now referi to them. Suffice it to say that the bulk ofthe great Merchant Shipping Act of 1854remains intact, and, with the severalamendments of 1855, 1856, 1862, 1870,

j and the Merchant Shipping Acts Amend-ment Act, 1873, still constitutes the lawof our mercantile marine. The MerchantShipping Act, 1876, is but the crovming

| of the edifice, but it is a noble crown,; devoted exclusively to the protection ofhuman life, and displacing on Britannia'sbrow the -wreath of nightshade, the bane-ful influence of which had suppressed the

| dictates of humanity and duty in her; breast, and laid her open to the stigma,, that, as regarded her mercantile marine,i she was too much absorbed in the pursuit

THB LIFK-BOAT JOUBKAL.—VOL. IX—No. 102. •2 K

604 THE LIFE-BOAT. [NOVEMBER 1, 1876.

of gain to heed the widow's and orphan'swail or the mother's tears for her seamensacrificed at the shrine of Mammon.

The enactments of the Merchant Ship-ping Act, 1876, are ranged under thefollowing twelve heads:—

1. Preliminary.2. Unseaworthy ships.3. Foreign ships overloading.4. Appeal on refusal of certain certificates to

ships.5. Scientific Referees.6. Passenger Steamers and Emigrant Ships.7. Grain Cargoes.8. Deck Cargoes.9. Deck and Load Lines.

10. Investigations into Shipping Casualties.11. Miscellaneous.12. Repeal.

We will remark on the above headingsseriatim.

"Preliminary."

The sections of this heading define theshort title of the Act as " The MerchantShipping Act, 1876 ; that it shall be con-strued as one with the Merchant ShippingAct, 1854, and the Acts amending thesame; and that the whole may be citedcollectively as ' The Merchant ShippingActs, 1854 to 1876;' lastly, that thesame shall come into operation on the1st of October, 1876."

" Unseaworthy Ships."

Under this heading, Section 4 decreesthat every person sending or attemptingto send a British ship to sea in such anUnseaworthy state as to endanger the livesof those on board shall be guilty of a mis-demeanour, unless under reasonable andjustifiable circumstances ; and that everymaster of a British ship who knowinglytakes her to sea in such •Unseaworthystate shall be likewise guilty of a mis-demeanour ; also that a prosecution underthis section shall not be instituted exceptby or with the consent of the BOARD OPTEADE, or of the governor of the Britishpossession in which such prosecution takesplace; and that a misdemeanour underthis section shall not be punishable uponsummary conviction.

The value of this section cannot be over-

estimated, since an unprincipled, reckless,or penurious shipowner can now no longersend to sea a well-insured unseaworthyship, heedless of the loss of her crew,without being called to account for hisinhumanity.

Section 5 enacts that in every contractfor service, express or implied, betweenthe owner of a ship and the master andany seaman, and in every instrument ofapprenticeship, there shall be implied,notwithstanding any agreement to thecontrary, an obligation on the part of theowner that he and his master, and everyagent charged with loading his ship, orpreparing her for sea, &c., shall use allreasonable means to insure her seaworthi-ness at the commencement of a voyage,and to keep her seaworthy during thesame. We conceive this to be a mostvaluable enactment.

Section 6 gives power to the BOARD OFTRADE to provisionally detain, for thepurpose of survey, any British ship, beingin any port of the United Kingdom, if ithas reason to believe, on complaint orotherwise, that, from any defect of hull,equipment, or machinery, or from over-loading or improper loading, she could not

I proceed to sea without serious danger tohuman life.

In a series of sub-sections, into whichthis one is divided, it is enacted—that theBoard may appoint a competent person orpersons to survey such ship and reportthereon; that the Board may then releasesuch ship, or finally detain her, eitherabsolutely or until the performance ofsuch repairs or alterations, or the unlpad-ing and re-loading her cargo as the Boardmay think fit to require; that 'before theorder for final detention is made a copyof the Eeport of Survey be served on the

i master of the ship, and that within sevendays of the date of such service the owneror master may appeal, in the prescribedmanner, to the Court of Survey of theport or district where the ship is detained;that the BOARD OF TRADE may, if it thinkfit, at any time after the provisional de- •tention, refer the matter to the said Court

NOVEMBER 1, 1876.] THE LIFE-BOAT. G05

of Survey; that, if satisfied that a shipdetained under the Act is not unsafe, theBoard may, at any time, order her to bereleased, either upon or without any con-ditions; that the Board may, from timeto time, appoint a sufficient number ofcompetent persons as detaining officers,who shall be armed with the same autho-rity as the BOARD or TEADE to provisionally jdetain ships for survey, and to appoint jsurveyors, and to release ships so sur- !veyed if satisfied of their safety, subject to ithe requirement, that such officers shall jforthwith, report to the Board any ordermade by him for detention or release of aship.

We will only remark on the abovesection and sub-sections, that their effec-tual working will entirely depend on the iposition and character of the persons ap- jpointed as detaining officers, who, inaddition to competency, must not simplybe men of ordinary integrity, who wouldbe above taking a bribe, either directly or iindirectly, but of too independent cha-racter and personal status to be readilyinfluenced by any other motives than adetermination to honestly perform theimportant duty entrusted to them.

Section 7 defines the constitution ofCourts of Survey, which are to consist of ia judge, sitting with two assessors. Thejudge to be summoned from a list ofWreck 'Commissioners appointed underthis Act, stipendiary or metropolitan po-lice magistrates, judges of county courts, ior other fit persons, and in any specialcase in which the BOABD OF TRADE think 'it expedient to appoint a Wreck Commis- jsioner, the judge to be such Commissioner.The assessors to be persons of nautical,engineering, or other special skill and ex-perience: one to be appointed by theBOABD OF TRADE, either generally or in eachcase, and the other to be summoned, inaccordance with the rules under this Act,by the Eegistrar of the Court, from a listof persons periodically nominated for thepurpose by the local Marine Board of theport, or where there might be no suchBoard, by a body of local shipowners or

merchants approved of by a Secretary ofState, or in the absence of such list to beappointed by the judge.

The County Court Kegistrar, or suchother fit person as a Secretary of Statemay from time to time appoint, shall bethe Eegistrar of the Court, and shall, onreceiving notice of an appeal, or a referencefrom the BOARD OF TRADE, immediatelysummon the Court in the prescribedmanner to meet forthwith.

Section 8 makes the following pro-visions for the regulation and working ofthese most important courts:—

(1) The case shall be heard in opencourt;

(2) The judge and each assessor maysurvey the ship, and shall have for thepurposes of this Act all the powers of aninspector appointed by the BOARD OFTRADE under the Merchant Shipping Act,1854 ;

(3) The judge may appoint any com-petent person or persons to survey theship and report thereon to the Court;

(4) The judge shall have the samepower as the BOABD OY TBADE have toorder the ship to be released or finallydetained, but unless one of the assessorsconcurs in an order for the detention ofthe ship, the ship shall be released;

(5) The owner and master of the ship,and any person appointed by the ownerand master, and also any person ap-pointed by the BOABD OF TRADE, mayattend at any inspection or survey madein pursuance of this section;

(6) The judge shall send to the BOARDOF TRADE the prescribed report, and eachassessor shall either sign the report, orreport to the BOABD OF TRADE the reasonsfor his dissent.

Sections 10 and 11 define the liabilitiesof the BOARD OF TRADE and the shipownerfor costs and damages. Of the formerwhere the survey of a ship proves herseaworthiness, and that her provisionaldetention and survey was therefore un-called for, and of the latter when un-seaworthiness is proved. The BOARD OFTRADE in the one case paying the loss of


the shipowner caused by the detention ofhis ship, and the owner in the other casepaying to the BOAKD OF TEADE the costsincidental to the detention and surrey ofthe ship.

Section 12 and five sub-sections con-stitute supplemental provisions relative tothe detention of a ship, the fourth sub-section enacting that, " For the purposesof a survey of a ship under the Act, anyperson authorized to make the same maygo on board the ship and inspect the sameand every part thereof, and the machinery,equipments, and cargo, and may requirethe unloading or removal of any cargo,ballast, or tackle."

" Foreign Ships, overloading."

Under this heading, Section 13 makesthe provisions of the Act with respect tothe detention of ships applicable to allforeign vessels taking in cargo, or partcargo, at any port of the United Kingdom,which shall be considered unsafe frombeing overloaded, or improperly loaded,but subject to modifications contained inthree sub-sections, viz.: " That a copy ofthe order for provisional detention shallbe forthwith served on the nearest Con-sular officer for the State to which theship belongs; that if the master or ownershould require the same, the Board ofTrade surveyor shall be accompanied by aperson selected by the Consular officer,when, if both shall agree, the ship shall ibe detained or released as the ease may Jbe; but if they differ, the BOARD op TEADE !may act as if the requisition had not been jmade, in which case the master or owner 'will have the right of appeal to the localCourt of Survey. •

" When such appeal is made to theCourt of Survey, the Consular officer, atthe request of the master or owner, may jappoint any competent person as assessor |in the case in lieu of the assessor, who, if ithe ship were a British ship, would be |appointed by the BOAED OF TEADE." j

The above modifications in the case of jforeign vessels, appears to afford all the

protection to their masters and ownersthat could be reasonably expected.

" Appeal on the Refusal of certain Certi-ficates to Ships."

Section 14 and sub-sections grant tothe owners of passenger steamers a rightof appeal, in the prescribed manner, to aCourt of Survey in the following cases ofrefusal of certificates required before suchvessels can proceed to sea:—

(1) The surveyor's certificate of fitnessj and conformity with requirements of the

BOAED OF TEADE (Section 309, MerchantShipping Act, 1854), commonly called" the BOAED OF TKADE Certificate."

(2) Certificate of clearance by an emi-gration officer as to seaworthiness, and asto the passengers and crew being in a fitstate to proceed to sea.

(3) A surveyor's certificate that theship is properly provided with lights andthe means of making fog signals.

" Scientific Eeferees."

Section 15 authorizes the BOAED OFTEADE, in cases involving questions ofconstruction or design, or of scientificdifficulty or important principle, to referthe matter to such one or more out of alist of scientific referees, from time totime approved by a Secretary of State, asmay appear to possess the special qualifi-cations necessary for the particular case.

"Passenger Steamers and Emigrant Ships."

Section 16 exempts steamers carryingless than twelve passengers from thespecial survey and BOAED OF TEADE Cer-tificates required by the Merchant Ship-ping Act, 1854.

Section 17 and sub-sections enact—thatcolonial certificates of survey, &c., ofpassenger ships, when to the same effectand equally efficient with those requiredby the Merchant Shipping Acts of theUnited Kingdom, may, either with orwithout modification, be declared by HerMajesty in Council to have the same forceas if granted under the said Acts.

Section 18 provides for exemption ofdouble survey of passenger steamers.

NOVEMBER 1, 1876.] THE LIFE-BOAT. 607

Section 19 exempts, at the discretion ofthe BOABD OP TKADE, foreign passengerand emigrant ships having foreign cer-tificates of survey from further survey,if the Board are satisfied that the require-ments of the Merchant Shipping Act,1854, and Acts amending the same, havebeen substantially complied with: Pro-vided that Her Majesty may, by Order inCouncil, direct that this section shall notapply to cases of survey at foreign portswhere corresponding provisions are notextended to British ships.

Section 21 is so important that we willgive it in full, as follows:—

Every sea-going passenger steamer, and everyemigrant ship, shall be provided to the satisfac-tion of the BOARD OP TBADE—(1) With means for making the signals of distress

at night specified in the First Schedule tothe Merchant Shipping Act, 1873, or in anyrules substituted therefor, including meansof making names on the ship which are in-extinguishable in water, or such other meansof making signals of distress as the BOARDOF TRADE may previously approve ; and

(2) With a proper supply of lights inextinguish-able in water, and fitted for attachment tolife-buoys. If any such steamer or shipgoes to sea from any port of the UnitedKingdom without being so provided as re-quired by this section, for each default inany of the above requisites the owner shall,if he appears to be in fault, incur a penaltynot exceeding one hundred pounds, and themaster shall, if he appears to be in fault, incura penalty not exceeding fifty pounds.

The urgent importance of the clausesunder this heading will be felt when it isconsidered how vast a number of vesselshave been lost during the night on ourown coasts alone, too often with theirentire crews; and that doubtless verymany of the latter might have been savedby Life-boats, and other means, had theirdanger been made known to those on theland. No more striking case could bequoted in illustration of the same thanthe foundering of the emigrant ship North-fleet in 1873, near Dungeness, throughbeing run down by the Spanish steamerMurillo, when nearly 400 unfortunatecreatures—men, vomen and children—perished, within the reach of help bothfrom the shore and surrounding vessels,solely owing to the want of an established

and exclusive system of night signals ofdistress.

" Grain Cargoes."

A very fruitful cause of the loss ofvessels at sea has been the stowage ofgrain and other shifting cargoes in bulk;that is to say, loose, without any sufficientprecautions to keep them from falling overto leeward. It needs not to be a sailor tounderstand whence the danger arises.Such cargoes, and more especially if of aslippery nature, such as linseed, howevercompletely a vessel's hold is filled, in-variably settle down into a smaller spacefrom the motion of the vessel in a roughsea, and consequently there will then bean open space between the upper surfaceof the cargo and the under surface of thedeck above.

It only then needs a few heavy lurchesof the sea to cause a considerable portionof the grain, &c., to fall or slide over tothe lee side of the ship when she willpermanently heel over to that side, andevery successive lee-lurch will increasethe evil until a final lurch throws her onher beam-ends, and she founders with allon board. Yet all that is needed to makesuch cargoes as little dangerous as anyother, is to stow them in bags, or else to fitin the hold a few upright stanchions,supporting longitudinal bulkheads, orshifting boards, forming so many sub-divisions, each confining the portion ofthe cargo stowed within it.

It is strange that so palpable a danger,so easily remedied, should have beenallowed year after year to consign manypoor seamen to a watery grave withoutany legislative attempt to save them.

The single section under this heading(Section 22) will now effectually meet theevil. We give it entire:—

No cargo of which more than one-third consistsof any kind of grain, corn, rice, paddy, pulse,seeds, nuts, or nut kernels, hereinafter referred toas " grain cargo," shall be carried on board anyBritish ship, unless such grain cargo be containedin bags, sacks, or barrels, or secured from shiftingby boards, bulkheads, or otherwise.

If the managing owner or master of anyBritish ship, or any agent of such owner who ischarged with the loading of the ship, or the send-


ing her to sea, knowingly allows any grain cargo,or part of a grain cargo to be shipped therein forcarriage contrary to the provisions of this section,he shall for every such offence incur a penaltynot exceeding three hundred pounds, to be re-covered upon summary conviction.

If Mr. PLIMSOLL had done nothing morefor British seamen than to aid in pro-curing for them the passing of this onesection of the Act he would be entitled totheir gratitude for ever.

"Deck Cargoes."

More than thirty years ago the lateMr. GEORGE PALMER, then M.P. for SouthEssex, and Deputy Chairman of theNATIONAL LIFE-BOAT INSTITUTION, con-stantly pointed out that a prolific causeof the loss of ships and lives was thecarrying of deck cargoes, especially inthe winter months. The chief delin-quents in this respect are the timberships, which are often so loaded on deckthat not only are they endangered fromtheir excessive top-weight, just as thesafety of a coach is by the piling ofheavy luggage on the roof, but so much ofthe deck-surface is occupied by it that thequick handling of the ropes and workingthe sails, on which a ship's safety mayoften depend, is seriously interfered with.

The pecuniary interest of the owner is tocarry as large an amount of cargo as ispossible, and thus by his cupidity has hetoo often sacrificed the lives of others.

This heading is divided into two sec-tions, 23 and 24; the first wisely re-quiring deck cargo to pay all dues payableon a ship's tonnage, just as it would do ifstowed below, its hitherto exemptionfrom which cannot but have acted as apremium on unsafe loading; the secondinflicting also a penalty for carrying deck-loads of timber during the winter months.

Both of these enactments apply alike toforeign and English vessels trading withBritish ports, other than home-tradeships, as defined by the Merchant ShippingAct, 1854.

" Deck and Load Lines.".

Section 25 directs that every Britishship (except ships under 80 tons register

employed solely in the coasting trade,ships employed solely in fishing, andpleasure yachts) shall be permanently andconspicuously marked with lines of notless than 12 inches in length and 1 inchin breadth, painted longitudinally on eachside amidships, or as near thereto aspracticable, and indicating the position ofeach deck which is above water. Thelines to be white or yellow on a darkground, or black on a light ground.

I Section 26 provides that the owner of| every British ship, except, as in the last| section, yachts, fishing vessels, and shipsj under 80 tons register employed solely in| the coasting trade, shall, before everyI voyage outwards from any port in theUnited Kingdom, mark on each of hersides amidships> or as near thereto aspracticable, a circular disc 12 inches indiameter, with a horizontal line 18 inches

j in length through its centre, the centre ofwhich disc to indicate the maximum load-line in salt-water to which he intends toload the ship for that voyage; the saiddiscs, as in the deck-lines, to be white oryellow on a dark ground, or black on alight ground.

It is further required by one of the sub-sections (3) that the owner shall, in theform of entry delivered to the collector orother principal ofBcer of Customs, insert,in writing, a statement of the distance infeet and inches between the centre of thisdisc and the upper edge of each of thelines indicating the position of each deckabove that centre.

By sub-section (4) any officer of Customsmay, in default of such statement, refuseto enter the ship outwards.

Sub-section (5) requires the master ofthe ship to enter a copy of this statementin the agreement with the crew before itsbeing signed by anymemberof the crew,andthat no superintendent of any mercantilemarine office shall proceed with the engage-ment of the crew until this entry is made.

Sub-section (6) requires him also toenter a copy of it in the official log-book.

Sub-section (7) directs that the abovemarkings on a ship's side shall remain


intact until her next return to a port ofdischarge in the United Kingdom.

Section 27 makes similar provision formarking the load-line in the coastingtrade, but the disc-line to indicate themaximum load-line to which the ownerintends to load the ship until notice isgiven of an alteration.

Sub-section (3) requires him once inevery twelve months, immediately beforethe ship proceeds to sea, to deliver to theprincipal officer of Customs a statement,in writing, of the distance in feet andinches between the disc-line and the linesindicating the position of the ship's decksabove that line.

Sub-section (4) requires the owner togive notice, in writing, to the principalofficer of Customs before the ship proceedsto sea of any renewal or alteration of thedisc-line, together with the distancesbetween it and the decks above.

By Sub-section (5) the owner is liableto a penalty not exceeding 100Z. for everyfailure to act up to the requirements ofthis section.

Section 28 inflicts a penalty not exceed-ing 100Z. on any owner or master neglect-ing to have his ship marked as requiredby this Act, or to keep her so marked, orwho allows her to be loaded so as to sub-merge the disc-line, or to be inaccuratelymarked so as to mislead. It also imposesthe same penalty on any person who con-ceals, removes, alters, defaces, or obli-terates, or suffers any person under hiscontrol to do so.

In common with many others, we havelong since advocated the adoption of load-lines distinctly marked on ships' sides asthe most likely means to prevent over-loading. The Government authorities havealways seen a difficulty in the way conse-quent on the varying depth to which shipsmight be safely loaded with differentdescriptions of cargo. However, " wherethere is a will, there is a way;" the diffi-culty has now been got over, and themanner in which the requirement has beencarried out is, perhaps, the best that couldbe devised.

"Investigations into Shipping Casualties."

Section 29 empowers the Lord HighI Chancellor of Great Britain to appoint| from time to time a Wreck Commission,\ or Wreck Commissioners up to the numberof three, and to remove any such Commis-

; sioners, and in the event of its becoming: necessary to appoint a Wreck Commissioner\ in Ireland, the Lord Chancellor of Irelandto have the appointment and power ofremoval of such Commissioner.

The duty of a Wreck Commissioner willbe to hold, at the request of the BOARD OFTRADE, any formal investigation into a loss,abandonment, damage, or casualty (in thisAct called a shipping casualty), under theeighth part of the Merchant Shipping Act,1854, and for that purpose he will havethe same jurisdiction and powers as arethereby conferred on two justices, &c.

Section 30 specifies rules of procedureby the Wreck Commissioners, justices, orother authority.

Section 31 confers on a Wreck Com-missioner the same powers as are held bya Receiver of Wreck in holding investiga-tions, &c.

Section 32 empowers the BOARD OF TRADEto hold inquiries or formal investigationsas to stranded, lost, or missing ships.

" Miscellaneous."

Section 34 empowers any commissionedofficer on full pay in the naval or militaryservice of Her Majesty, or any officer ofthe BOARD or TRADE or Customs, or anyBritish consular officer, to detain a shipwhen authorized to do so by the Act, andinflicts a penalty, not exceeding IQOl. onthe master of the ship, if he shall proceedto sea after receiving notice of such de-tention, and also on the owner, if privy tothe same.

Section 36 provides for the registeringof every British ship.

Section 39 provides that on and after the1st of January, 1877, all fees payable inrespect of survey or measurement of ships,&e., shall be paid through a mercantile

610 THE LITE-BOAT. [NOVEMBER 1, 1876.

marine office into Her Majesty's Exchequer,to form part of the Consolidated Fund ofthe United Kingdom, and that all salariesto surveyors under the Act, and salariesand expenses of persons employed underthe Passengers Act, 1855, shall be paidfrom moneys provided by Parliament in-stead of, as hitherto, into and from theMercantile Marine Fund. Also that thesalaries or other remuneration to anyWreck Commissioner, Judge of Court ofSurvey, and others appointed under thisAct, and all costs and compensations pay-able by the BOAKD or TRADE, be likewisepaid out of moneys provided by Parlia-ment

] The remaining sections of this heading| are of a technical nature not calling forI special notice or comment.

"Repeal"

Section 45 under this heading pro-vides for the repeal of such portions ofthe Merchant Shipping Acts, 1854, 1871,1872, and 1873, as are superseded by this

Act, and for the repeal of the whole Actof 1875.

We have now summarised at somelength this most important Act of Parlia-ment. The crying necessity for those ofits clauses relating to the safety and pro-tection of our seamen we have ceaselesslyadvocated for more than twenty years inthe pages of the Life-boat Journal. Theseviews were re-echoed by the Press of thekingdom, and we have the satisfaction ofknowing that our reflections have helpedmaterially to mature public opinion onthe whole of this important and nationalsubject. We will only in conclusion ob-serve that the Act is a great step in ad-vance, and that whilst it does much for theprotection of the lives of our seamen andpassengers by sea, full justice is meted tothe shipowner throughout, and that he issubjected to no more restraint or " espi-onage " than is indispensable for the publicgood, or than is imposed on the employersof labour and caterers for the publicconvenience on the land.

ADDITIONAL STATIONS AND NEW LIFE-BOATS.

HTTHE, KENT.—The NATIONAL LIFE-BOAT INSTITUTION has formed a Life-boatestablishment in the neighbourhood ofthis place, the station being styled theHythe, Sandgate, and Folkestone Life-boatStation. The boat is manned by a jointcrew of Coastguard-men and fishermenfrom Sandgate; but if at any time short-handed, others would be available fromHythe. Wrecks are not very frequentin the immediate neighbourhood; but,on the other hand, Folkestone is one ofthe chief ports for passenger transportbetween England and the Continent, and itwas thought desirable to station this Life-boat in the vicinity, in readiness to assistdistressed or wrecked vessels in DungenessBay, in easterly or south-easterly gales,when the Dungeness and NewEomney Life-boats could not do so. The Life-boatsent is a large one, suitable to commandthe whole bay under sail; it is a 10-oaredboat, 35 feet long and 9 feet wide, and isfurnished with a transporting carriage.

A substantial and commodious house hasbeen erected for their reception, from theplans and specifications of C. H. COOKE,Esq., Honorary Architect to the Society,on a convenient site, about midway be-tween Hythe and Sandgate, the groundbeing readily granted to the Institutionby the War Department. The cost ofthis Life-boat establishment, together witha handsome sum towards its future main-tenance, has been presented to the Societyby Miss HANNAH DE EOTHSCHILD, in me-mory of her late father, Baron MAYER DEEOTHSCHILD, formerly M.P. for Hythe^the boat being named the Mayer de Roths-child. The public inauguration of thenew Life-boat Station took place on the20th April, under the superintendence ofBear-Admiral WARD, Chief Inspector ofLife-boats to the Institution. In the ab-sence of the Countess GRANVILLE, hereldest daughter, Lady VICTORIA LEVESON-GOWER, named the boat in the customarymanner. A luncheon was afterwards


given in the boat-house, under the pre-sidency of Captain SABQEAUNT, R.N. TheChairman proposed the health of the donorof the Life-boat, calling upon Earl GRAN-VILLE to respond. His Lordship said hewas very proud to be present on the occa-sion, and to have to speak on behalf ofthe lady who had so generously presentedthe Life-boat in memory of her deceasedfather. The late Baron MAYER DE EOTHS-CHILD represented the borough for manyyears, and he might add that the ladybelonged to that portion of the Eothschildfamily which had identified themselveswith the history of Great Britain. HisLordship said that as he looked on theLife-boat he thought of the lines of SirWalter Scott:

" Upon the gale she stooped her side,And bounded o'er the swelling tide,

As she were dancing home:The merry seamen laughed to see,Their gallant ship so lustily

Furrow the green sea foam."

In conclusion, he wished the great workof the NATIONAL LIFE-BOAT INSTITUTION,whose services in the cause of humanitywere well known and appreciated, everypossible success. Sir EDWARD W. WATKIN,M.P. for Hythe, also delivered an addresson the occasion. The South-Eastern Kail-way Company readily granted a free con-veyance to the Life-boat and its equip-ment over their line.

COURTOWN, Co. WEXFORD,—The Life-boat on this station was found to be unfit

for further service, and it has been (super-seded by another—a very fine boat, 36 feetlong, 8 feet 4 inches wide, and rowing12 oars double-banked. That boatwas sent to its station last January, viaHolyhead and Kingstown, it being towedfrom the latter place to Courtown by theCoastguard steam-cruiser. This boat,like the one it replaced, is named theAlfred and Ernest, after the sons of theRev. E. HEWLETT, M.A., the zealous Hon.Secretary of the Manchester Branch, bywhich Branch the boats were presented tothe Institution.

TORQUAY.—On the application of thelocal residents, confirmed by a resolutionpassed at a public meeting held in thetown in September last, the NATIONALLIFE-BOAT INSTITUTION has formed a Life-boat establishment at this place. It wasconsidered that a Life-boat stationed therewas likely to be as useful at Torquay asat Brixham, where one is already to befound; and that Torbay, which was some-times a rendezvous for a large amount ofshipping, and the shores of which werein several parts inaccessible to a Life-boaton the land side, should be provided withsuch a boat on each side of its entrance.There was only one practicable spot wherea boat-house could be built, and the boatreadily launched, and that was on thepart of the beach called the " LadiesBathing Cove." The site was readilygranted to the Institution by Sir LAW-RENCE PALK, Bart., M.P., and, accord-

612 THE LIFE-BOAT. [NOVEMBER 1,1876.

ingly, a handsome and commodious househas been erected there. The boat pro-vided for this station is a 33-feet 10-oared one, and it has been famished witha transporting carriage, so as to make itavailable for Babbicombe Bay on the eastfide of Torquay as well as for Paigntonon the west side. The cost of this newLife-boat establishment was defrayed byMrs BBUNDBET, of Manchester, throughthe Manchester Branch of the Institution,making the sixteenth boat that Branchhas been the means of providing. Theinauguration of the Life-boat Station tookplace on the 24th May last, under thesuperintendence of the Chief Inspector ofLife-boats, in the presence of many thou-sands of spectators. The boat was drawnfrom the railway station to the harbour,a long procession comprising membersof the Odd Fellows, Good Templars, andotter societies, Coastguard-men, trades'representatives, and others, with several !bands of music, accompanying jt. On ar-riving at the harbour, Mrs. BBUNDEET,

the donor, formally handed over theLife-boat to the Institution and the LocalCommittee, the gift being suitably ac-knowledged by Admiral WARD, and L. B.BOWSING, Esq., C.B., Chairman of theLocal Board of Health. Archdeacon EBLEthen conducted a short religious service,in which those immediately present joined,and delivered a brief address to the boat'screw, after which the donor named theLife-boat, in the customary manner, theMary Brundret, and it was launched intothe harbour, where it was joined by theLife-boats- from Brixham and Teignmouth,and afterwards capsized by means of acrane to demonstrate the self-rightingproperty. The crew remained in theboat, and some of them were thrown intothe water, whilst 3 men clung to thethwarts, and came up in their seats as it jrighted, the others also speedily regainingtheir places in the boat. In the eveninga concert was given in aid of the Life-boat Fund.

THE WRECK REGISTER AND CHAET FOR 1874-75.

THE wreck statistics of the twelve monthsending in June, 1875, certainly recordthe most numerous casualties that havehitherto taken place in one year. Theofficers of H.M. Coastguard and Board ofTrade have left not a single shipping ac-cident unnoticed, either on our coasts orin our narrow seas. Accordingly, wefind that the number of lost or damagedships within those limits amounted inthat year to 4,259. Of these, 155 wereunhappily attended with loss of preciouslives, which in the very large majority ofcases could not be saved either by thecraft of the NATIONAL LIFE-BOAT INSTI-TUTION or by the Rocket Apparatus of theBoard of Trade.

In order to account for the increasednumber of wrecks, casualties, and col-lisions near the coasts of the UnitedKingdom for the year 1874-5, it is neces-sary to state that this Is, in the firstplace, owing to the almost unprecedented

continuance of bad weather and heavygales during the winter months in thatperiod; and, in the second place, to casual-ties being included in the Wreck Registerwhich in previous years were not consideredof sufficient importance to be noticed.We may here remark that all minor ac-cidents have in. former years been, in-cluded with all serious accidents (nottotal losses) under the head of " partiallosses," but as it was found that to con-tinue to include in the same class andwithout explanation such casualties asdamage amounting to almost total loss ofa ship, and the loss of a sail or a spar, wasto give information in a manner thatmight be misunderstood, the class ofcasualties not resulting in total loss ofship has therefore in the present returnbeen subdivided into two, viz., " serious"and "minor" casualties attended with" partial damage."

Moreover, it should be borne in mind

NOVEMBEB 1, 1876.] THE LIFE-BOAT. 613

that in consequence of the care now taken,casualties have constantly been more andmore accurately reported to the Board ofTrade, so that in the returns of later yearsare included many casualties which would,under the arrangements of former years,no doubt have been unnoticed.

We may here remark that the listsin the Eegister of " Wrecks at Home"embrace cases which happen in waterswithin ten miles from the shores of theUnited Kingdom; in waters within anybays or estuaries; in waters around anyoutlying sandbanks which are dry at lowwater; in the seas between Great Britainand Ireland; and between the Orkneyand Shetland and Western Islands andthe mainland of Scotland.

The number of wrecks, casualties, andcollisions from all causes on and near thecoasts of the United Kingdom and in thesurrounding seas reported during the year1874-5 is 3,590, which is 1,787 more thanthe year 1873-4. We have fully statedabove the reasons for this great increase,but we may here mention "that of these3,590 wrecks, casualties, and collisions 472involved total loss against 408 and 576respectively for the two previous years.Deducting 472 from 3,590, the remainderis made up of 1,172 serious casualties and1,946 minor accidents.

The annual average number of wreckson the coasts of the United Kingdom re-

!| ported since 1855, divided into four\ j periods of five years, may thus be given :—

Between 1855 and 1859, the number was6,023, giving an average of 1,204 a year.Between 1860 and 1864 the number was7,415, or an annual average of 1,483;between 1865 and 1869, 9,467, or a yearlyaverage of 1,893 ; and between 1870 and1874-5, 10,428, giving in that period anaverage of 2,085 wrecks each year.

Considering the total number of casual-ties (3,590) a small proportion only arereally attended with loss of life, on ac-count of the prompt and unflinching effortsthat are made by Life-boats aud othermeans to succour the distressed sailor.It appears that of the casualties on our

shores in 1874-5, about one out of twenty-three resulted in loss of life.

In regard to the 3,590 wrecks reportedas having occurred on and near the coastsof the United Kingdom during the year1874-5, 659 were collisions, and 2,931were wrecks and casualties other thancollisions. Of these 2,931 wrecks, strand-ings, and casualties other than collisions,411 were wrecks, &c., resulting in totalloss, 981 were casualties resulting inserious damage, and 1,539 were minoraccidents. The whole number of wrecksand casualties other than collisions onand near our coasts reported during theyear 1873-4 was 1,422, or 1,509 lessthan the number of wrecks, strandings,and casualties, other than collisions, re-ported during the year 1874-5.

Again, the annual average in the UnitedKingdom for the nineteen and a half yearsended June 1875 is—for wrecks, otherthan collisions resulting in total losses,461; and—for casualties resulting in par-tial damage, 863. As against this thenumbers for the year 1874-5 are for totallosses 411, and for partial damage 2,520.Of these 411 total losses, 177 happenedwhen the wind was at the force of a gale,and are classed in the returns as havingbeen caused by stress of weather—84appear from the reports made by the offi-cers on the coasts to have been caused byinattention, carelessness, or neglect—33arose from defects in the ship or in herequipments (and of these 33, 19 appear tohave foundered from unseaworthiness);and the remainder appear to have arisenfrom various other, but we fear equallyculpable, causes.

Looking carefully at the Eegister wefind that of the 981 casualties resultingin serious damage, but not total loss, fromcauses other than collisions, on and nearthe coasts of the United Kingdom—393happened when the wind was at the forceof a gale, and are included as havingbeen caused by stress of weather—182arose from carelessness —129 from de-fects in the ship or her equipments;and the remainder appear to have arisen

To iLOcorivpany the Life Boat. JownaL.

THE YE Aft- - ~ - " ~

18 7 4-5

AJLSO THE PILE SENT

LIFE BOAT STATIONSOP THE

ROYAL NATIONAL LIFE-BOAT INSTTTTJTIOSr.

• SIGNIFIES « CASUALTY.

•« REPRESENTS A LIFE BOAT.

Scale o£ ^Taulic

JR I § M ' S H ^? Ij

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S U M M A R Y -

of Vessels lost or damaged on thecoasts. artdinas of &_*, Uruted ILrru^doirv was 4-f2ff^f a*ui ike. loss

of itf f a s far as can, be

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ancLLife Soots Rocket Stations

There are &?<?...- 188 in, -England.„ 34 3S „

49 , Ireland.

To iLOcorivpany the Life Boat. JownaL.

THE YE Aft- - ~ - " ~

18 7 4-5

AJLSO THE PILE SENT

LIFE BOAT STATIONSOP THE

ROYAL NATIONAL LIFE-BOAT INSTTTTJTIOSr.

• SIGNIFIES « CASUALTY.

•« REPRESENTS A LIFE BOAT.

Scale o£ ^Taulic

JR I § M ' S H ^? Ij

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of Vessels lost or damaged on thecoasts. artdinas of &_*, Uruted ILrru^doirv was 4-f2ff^f a*ui ike. loss

of itf f a s far as can, be

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There are &?<?...- 188 in, -England.„ 34 3S „

49 , Ireland.


from various other causes. Of the 1,539casualties resulting in minor damage, fromcauses other than collisions, on or nearthe coasts of the United Kingdom, 906happened when the wind was at the forceof a gale, and are included as having beencaused by stress of weather, 234 were fromcarelessness, 59 from defects in the shipor her equipments; and the remainderappear to have arisen from various othercauses.

Thus we learn that the total numberof ships which foundered or were other-wise totally lost on and near the coasts ofthe United Kingdom, from defects in theships or their equipments, during theyear 1874-5, was 33; also that the num-ber of casualties arising from the samecauses during the same year, and result-ing in serious damage, was 129, and thosecausing minor damage 59.

Again, it appears that 1,877 wreckshappened when the wind was at force 6or under, that is to say, when the force ofthe wind did not exceed a strong breeze,in which the ship would carry single reefsand top-gallant sails; that 656 happenedwith the wind at forces 7 and 8, or amoderate to fresh gale, when a ship, ifproperly found, manned, and navigated,can keep the sea with safety; and that952 happened with the wind at force 9and upwards, that is to say, from a stronggale to a hurricane. In other words,1,877 happened when the wind was suchthat a ship could carry her top-gallantsails; 656 when a ship ought to bewell able to hold her course; and 952with the wind at and above a stronggale.

We also observe that westerly windsare far more destructive than easterlywinds, the most destructive being fromsouth-west. It should, however, be men-tioned that westerly winds are much morefrequent on our shores than those blowingfrom the east.

In the year 1874-5, there were on andnear the coasts of the United Kingdom388 wrecks and casualties to smacks andother fishing vessels. Excluding these

388 fishing vessels, we observe that thenumber of vessels employed in the re-gular carrying trade that suffered fromwreck, casualty, or collision on and nearour coasts during the year was 3,871.

In regard to the ages of ships meetingwith casualties on our coasts, we find thatduring the nine and a half years endingJune, 1875, disasters to comparativelynew ships bear a very high proportion tothe whole number; and that during theyear 1874-5, 338 wrecks and casualtieshappened to nearly new ships, and 646 toships from three to seven years of age.Then there are wrecks and casualties to921 ships from seven to fourteen yearsold, and to 1,262 from fifteen to thirtyyears old. Then follow 567 old shipsfrom thirty to fifty years old. Havingpassed the service of half a century wecome to the very old ships, viz., 74 be-tween fifty and sixty years old, 31 from

| sixty to seventy, 18 from seventy to! eighty, 11 from eighty to ninety, 3 fromninety to a hundred, and 3 upwards of

j a hundred. The ages of 335 are un-j known.

It will be seen that the position of eachone of these casualties is distinctly de-fined on the accompanying Wreck Chart,and one can thus somewhat realise theterrible shipwrecks that took place duringthe winter's storms. The sites of the 256Life-boat Stations of the NATIONAL LIFE-BOAT INSTITUTION are also clearly denotedon the Chart.

To return again to our analysis of thisRegister, we observe that of the 4,259vessels concerned in the 3,590 caseswhere ships were lost or damaged onand near the coasts of the United King-dom, during the year 1874-5, 535 weresteamships, 124 were rigged as ships,1,200 schooners, 438 brigs, 439 barques,446 brigantines, and 310 smacks; theremainder were small vessels rigged invarious ways. Of the 4,259 vessels re-ferred to, 2,036 did not exceed 100 tonsburden, 1,352 were from 100 to 300 tons,538 were from 300 to 600 tons, and 333only were above 600 tons burden. Of


the 475 vessels totally lost, 39 are knownto have been built of iron; and of thisnumber 29 were steamships and 10 sail-ing vessels.

We may mention that the number ofships reported is in excess of the numberof casualties, because in cases of collisiontwo or more ships are involved in onecasualty.

From the following list, showing theparts of the coasts .on which the wrecksand casualties on and near the coasts ofthe United Kingdom happened during theyear 1874-5, it will be seen that, as usual,the greatest number occurred on the EastCoast. East Coast, 1,660; South Coast,549 j West Coast, 977; N. and W. Coastof Scotland, 77; Irish Coast, 292 ; Isle ofMan, 23; Lundy Island, 8; and ScillyIsles, 4. While, however, the greatestnumber of wrecks happened on the EastCoast, the greatest loss of life during thepast nine years and a half took place onthe West Coast.

It appears that the total number ofshipping casualties in rivers in the year1874-5 was 948, of which 21 were totallosses.

The collisions numbered 582, founder-ings 23, standings 216, and miscel-laneous 127.

These 948 casualties caused the loss ofor damage to 1,669 vessels, of which1,010 were British sailing vessels, 519British steam vessels, 123 foreign sailingvessels, and 17 foreign steam vessels. Thenumber of lives reported to have, been lostin rivers is 25.

As regards collisions on and near ourcoasts during the year 1874-5, 27 of the659 which took place were between twosteamships, both under way, and 45 of the582 in harbours and rivers were also be-tween two or more steamships under way.

We now approach the most importantportion of the Wreck Kegister—that whichdeals with the loss of life from these nume-rous shipping disasters. Thus the returnstoo plainly indicate that the number oflives lost from the shipwrecks in 1874-5was 926. We lament to say that this is

420 more than the number lost in theyear ending June, 1874; but 331 lives werelost from one great and melancholy ship-wreck, that of the German s.s. Schiller.The lives lost at home during the year1874-5 were missed from 155 ships; 112of them were laden vessels, 40 were vesselsin ballast, and in three cases it is notknown whether the vessels were laden orlight. 121 of these ships were entirelylost, and 34 sustained partial damage. Ofthe 926 lives lost, 53 were lost in vesselsthat foundered, 63 through vessels in col-lision ; 599 in vessels stranded or castashore, and 175 in missing vessels. Theremaining number of lives lost (36) werelost from various causes, such as throughbeing washed overboard in heavy seas, ex-plosions, &c.

Twenty-one of these lives were lost inmissing vessels which, although they aresupposed to have been lost before July,1874, are included in these returns, thereports having been received too late forthem to be included in the returns for theformer year. The 293 lives lost throughthe sinking of the ship Northfleet willaccount for the number of those who pe-rished during the first six months of 1873far exceeding the number lost during thewhole twelve months, 1873-4. Of the 155ships, from which the 926 lives were lost,139 were British, involving the loss of540 lives, and 16 were foreign, involvingthe loss of 386 lives.

We now come to an interesting andencouraging portion of the Wreck Regis-ter—that which relates to the prompt andgallant efforts, whenever practicable, tosave the lives of those placed in jeopardyby these numerous shipping casualties.Of course the Lifeboats of our.NATIONALLIFE-BOAT INSTITUTION stand foremost inthese noble efforts. Their services duringthe year 1874-5 may thus be brieflydetailed:—In July and August, 1874,43 lives were saved; in September, 21;October, 116; November, 48; Decem-ber, 122; January, 1875,119; February,83; March, 45; April, 23; May andJune, 12; making a total of 632 lives

616 THE LITE-BOAT. [NOVEMBER 1, 1876.

saved by the Lifeboats in twelve months,in addition to 25 vessels saved from de-struction.

It should also be stated that the Life-boats were launched 109 times in the sameperiod, when their services were unat-tended with positive results. But on suchoccasions there is no time for hesitation,and the Lifeboat proceeds out at once tooffer help, which, as sometimes hap-pens, the vessel in distress may not, fromvarious subsequent causes, ultimatelyneed.

It is only right to direct special atten-tion to the 355 lives saved in 1874-5 bymeans of the Bocket Apparatus belongingto the Board of Trade, and worked BO

efficiently by the Coastguard and theEocket Volunteer Brigades.

Nevertheless, the perilous and danger-ous work belongs undoubtedly to the Life-boat and her brave crew. The operationsof the Lifeboat Institution cover now thewhole of the coasts of the United King-dom, which are about 5,000 miles in ex-tent. Along this long line of coast, itsgreat Life-saving Fleet of nearly 300boats, keep watch and guard, and areever ready day and night to succour thedistressed shipwrecked sailor; and the24,000 men whom it has contributed tosave from shipwreck, plead on behalf ofthe Institution in accents far more power-ful than pen can express or describe.

SERVICES OF THE LIFE-BOATS OF THE NATIONAL LIFE-BOATINSTITUTION FEOM THE IST JULY TO THE 30TH SEPT. 1876.

ABKLOW.—At daybreak on the 8thJuly, 1876, the weather being moderate, in-formation was received from the Coastguardthat a barque was ashore near " Jack's- jhole," Arklow Banks. The Life-boat Oat-Pensioner was launched immediately, and ;on boarding the stranded vessel she was 'found to be the barque Boycroft of An- 'napolis, bound from St. John's to Dublin. 'The master expected to get the vessel off,and employed some of the Life-boat's crew :in throwing cargo overboard. In the'meanwhile, Dr. HALPIN, the Hon. Sec. of ;that Life-boat branch, telegraphed for ,steam-tugs, and at 11 P.M., from lighteningthe cargo, the tugs towed the vessel offthe bank and subsequently into port.The Boycroft carried a crew of 12 men.

LLANDDULAS.—On the 30th July, atabout 2 P.M., a disabled boat was discerned [from this station, whilst it was blowing ;hard from the S.W. and a heavy sea jrunning. The Life-boat Henry Nixson \No. 2, was launched as speedily as pos-sible, and proceeded to render assistance. :She succeeded in coming up with the jboat, which proved to be the Eagle, ofLlandudno, at 3 P.M., and was just in :time to rescue the 5 persons on board.The boat's mast was broken, she was :

nearly full of water, and the persons

saved were landed in a greatly exhaustedcondition.

DDNGAEVAN.—At 3 P.M. on the 2ndAugust, the Life-boat Christopher Ludlowwas launched from this station, and, afteran hour and a half of hard rowing, thecrew succeeded in boarding the brigantineBridget, of Dungarvan, which vessel whileon a voyage from Swansea to Bonmahonhad been disabled aloft, and forced tocome to an anchor in a dangerous positionon a lee shore, a mile east of the CarrickPans. It was blowing a gale from theS. with a heavy cross sea. Before darkthe Life-boat had succeeded in land-ing all on board, consisting of 7 in thecrew, and one passenger.

POKTHDINLLAEN.—At 4 P.M. on the 2ndAugust, during a southerly gale, a fishingsmack belonging to Llanaelhaiarn hadher sails carried away when ten milesfrom port, and was seen drifting to theN. before the storm. The Life-boat CottonSheppard was at once launched, and layingoff under sail succeeded in interceptingthe disabled boat about 5 P.M., and re-moving from her the crew of 3 men.Unable to regain her proper station, theLife-boat then bore up for Carnarvon Bar,which she crossed in safety towards 8 P.M.


The fishing boat was seen to founder soonafter the removal of the crew.

PETEBHEAD.—On the 3rd August thePeterhead Life-boat was launched, andwas employed for many hours in assistingfishing vessels which, during a storm,were obliged to run for Peterhead Harbour.The crew from one fishing boat whichcapsized were drowned before any assist-ance could be afforded; the crew ofanother were removed from their vesselwhen it was in extreme peril, but wereafterwards placed on board again, on asteam-tug getting the disabled craft intow.

On the 4t,h August this Life-boat wasagain launched to the assistance of thebrigs Macedonia, of Blyth, bound fromHavana to Peterhead, and the Robert Ste-venson, of Shields, from Archangel toLondon, which vessels, having been caughtin a dangerous position on the lee side ofthe bay, were in peril of parting theircables if the then stormy weather in-creased in violence during the night. Thecrews of both vessels were safely landedfor the night, while the brigs were tem-porarily abandoned.

NOETH SUNDERLAND.— On the 24thAugust the Life-boat Joseph Anstice waslaunched to the assistance of the fishingvessel Gem, of Eyemouth, which had gotashore near that port during a strongbreeze and heavy sea. The Life-boat, bytimely assistance which an ordinary boatcould not have rendered, was the meansof saving the boat, which did not sustainserious damage. The Gem carried a crewof 6 men.

MABYPOKT.—On the 29th August thebarque Italian®, of Nuova Rosa, gotashore on Seaton Point, near Workington,during a fresh breeze at N.W. A boatfrom the neighbouring coast put off togive assistance, but was capsized, and 3men on board her were drowned. TheMaryport Life-boat, Henry Nixson No. 1,was then telegraphed for, and she waspromptly launched and proceeded to thevessel, which by that time had floated off,but needed a pilot. One was suppliedfrom the Life-boat's crew, and the HenryNixson then returned to her station.

NEWBIGGIN.—At daybreak on the 8thAugust, the Life-boat W. Hopkinson of


Brigliouse was launched in order to be inreadiness to assist any fishing boats thatmight be seeking the shelter of the har-bour.

During the night a sudden and heavystorm from S.S.E. had arisen, which causedgreat loss of life and property among thefishermen on the northern coasts.

No fishing vessels off Newbiggin re-quired the Life-boat assistance as" it turnedout, but a heavy sea washed two of thecrew out of the Life-boat and all handsencountered considerable danger beforereturning to the shore about noon.

Many lives are saved annually by theLife-boats at the different fishing stations,being launched in readiness to renderassistance on such occasions.

SCARBOROUGH.—On the 3rd August,during a S.E. gale, the fishing yawl Provi-dence, of Lowestoft, went ashore in thebay at low water. In order to save thevessel from being destroyed, when thetide arose Jhe Life-boat Lady Leigh waslaunched, and by the assistance of hercrew the Providence was got afloat withthe rising tide, and placed in safety.

A similar service was performed bythis boat on the 18th August, whenthe fishing smack Dawn of Grimsby,which had gone ashore in a bad sea,but fine weather, was also got afloat byhaving assistance, which, from the heavysurf, could not have been rendered by anordinary boat.

MONTROSE.—On August 17th, at 1 P.M.,the herring-boat Vivid of Ferryden, gotaground on the Annat Bank, with a freshsouth-easterly breeze, a good deal of sea onthe bank. The Life-boat Roman Governorof Caer-Bun was launched and proceededto her assistance. By the time the Vividwas reached, however, she had floated off,and having towed her out of danger, theLife-boat returned to her station.

SEATON CAREW.—On the forenoon ofthe 14th September, when it was blowinghard at N.E., a fishing boat of West Hartle-pool got involved among the breakers nearthe North Gare, and exhibited signalsof distress, being unable to get off shoreagainst the strong wind. The Life-boatJob Hindley was at once launched, andpushing in among the broken water,

succeeded in recovering from the helplessfishing boat the crew of 3 persons.

DROGHEDA.—Shortly after midnight ofthe 25th September, the brigantine Maximof St. John's, N.B., bound from Liverpoolto St. John's, went ashore two miles northof Drogheda Bar. It was blowing hardat the time from E.S.E., with a considerablesea on the bar. The No. 1 Life-boat, theOld George Irlam of Liverpool, was launched,and proceeding out of the river succeededin rescuing the crew, 8 in number, fromthe stranded vessel. The Life-boat re-gained her station about 2- 30 A.M.

BEDCAB.—On the 25th September at10 • 30P.M., the schooner Psyche of Swanseawent ashore on the rocks off Kedcar, andthe Life-boat Burton-on-Trent was launchedto her assistance. Hear-Admiral KOBERT-SON, Assistant Inspector of Lifeboats tothe Institution, who was at the stationon a visit of inspection, went out inthe boat, and he, in conjunction withthe Life-boat men, rendered every assist-ance towards getting the vessel out of herdangerous position.

Four days afterwards a sudden galefrom N.E., accompanied by rain, sprangup on this coast, and great excitementwas occasioned at Eedcar from the factof there being five fishing cobles out atsea. The gale came on between 7 and 8A.M., and in an incredibly short timethe sea rose to a great height. Twoof the cobles could be seen just outsidethe rocks, apparently unable to reach theshore. A crew having been speedily gottogether, the Life-boat Burton-on-Trentwas launched at 8.30 A.M. ; but in themeantime the cobles had got inside therocks, and soon afterwards reached theland in safety. Two out of the other threeboats could by this time be seen labouringheavily about a mile off the pier-head, andthese also managed, although with greatdifficulty, to get to land without the aid ofthe Life-boat. IB the meantime it hadbeen ascertained from the crew of the firstcoble that landed that the fifth boat hadgone much farther out than the others,and as nothing had been seen of it sincethe gale came on, it was anxiously lookedfor from the beach, and the worst wasapprehended. Accordingly the Life-boatput to sea, and made sail for the fishing-ground. In about half an hour the


missing coble could be just discoveredabout 4 miles off Redcar Pier-head, onwhich an anxious crowd was congregated.She was labouring heavily, and makinglittle or no headway. The Life-boatreached her at 9.30 A.M., and took off thecrew, there being 2 men and 1 lad onboard, to the great relief of the spectators.It was evident that, had there been anydelay in the launching of the Life-boat,the crew of the coble must have perished.

SWANAGE.—On the 30th of Septemberthe Life-boat Charlotte Mary was launched,and brought ashore the crews—7 men inall—from the schooner Maid of Kent andthe yacht Dragon, which vessels were invery dangerous positions during a heavygale from S.E. On the weather moderatinga little, and the wind veering more to thesouthward, the Life-boat again put off,and some of the crew succeeded, withgreat difficulty, in taking the Maid of Kentinto Poole Harbour.

BROUGHTY FERRY.—On the 4th of Sep-tember two vessels were reported to beashore at the mouth of the River Tay. Asevere south-easterly "gale was blowing atthe time, and a heavy sea was breaking onthe Tay Bar. The English Mechanic Life-boat went out in tow of the North BritishRailway Company's steamer, and, observ-ing a ship's boat in the vicinity of one ofthe wrecks, made for it, and found that itcontained the crew, consisting of 6 men,of the brig Emerald, of Montrose. Thesemen were taken into the Life-boat, andafterwards put on board the steamer. TheLife-boat then made repeated efforts toreach the other vessel, the . schoonerAristides, of Drammen, but could notsucceed, owing to the heavy surf and tide,four oars being broken in the attempt.While still using every effort to get along-side, the schooner broke up, and part of thewreck floated into the river, with the crewclinging to it, when one of the BroughtyFerry fishing-boats, which was in thevicinity, rescued the crew. The Life-boatwould have done this, but the yawl, beingin the way of the wreck, was the first toreach it.

KINGSTOWN.—On the 30th of Septemberthe brig Leonie, of Charlotte-Town, NovaScotia, mistaking the Vanguard wreck-light

for the Kish Light, ran into shoal-wateroff Bray, 7 miles south of Kingstown,where, after daylight, the master anchoredher; but, being in broken water, and after-wards fearing that she would drag heranchor, he hoisted a signal of distress, onwhich a telegram was sent to Kingstown,requesting that the Life-boat there mightbe sent to heir aid. The Life-boat wasaccordingly launched at 1 P.M., and at3 P.M. reached the brig, and took off hercrew, consisting of the master and 6 men.Unfortunately, instead of running for thebeach, about 500 yards distant, throughthe heavy surf which was raging along thewhole coast, the coxswain made sail, witha view to work to windward and clear thebroken water, and then to sail to Kings-town. After tacking, however, and whenthe boat had lost her way, she was struckby three heavy broken seas, the last ofwhich falling on her broadside, she wasupset, and the whole of her occupants—19 in all—were thrown into the sea. Onher righting again, with her foremastbroken, 5 or 6 men got into her, someclung to her life-lines and sides, andothers swam for the shore. She was thensafely steered to the beach by the masterof the brig, who had got into her. It wasthen found that 3 of the brig's crew, whowere young men, and unmarried, had beendrowned; and the second coxswain of theLife-boat, THOMAS WHITE, a Coastguard-man, who landed in an exhausted state,and severely injured, shortly afterwardsdied.

Had the Life-boat not been a self-righting one, more lives would un-doubtedly have been sacrificed; but theunfortunate accident affords one moreproof that, no matter how perfect are theLife-boats and their equipment, thehumane and noble work of the Life-boat-man must always be attended by acertain amount of danger, and that skill,as well as bravery, is absolutely needed inthe management of the boats.

The NATIONAL LIFE-BOAT INSTITUTIONhas voted 150?. to the widow and the twochildren of THOMAS WHITE, to be addedto the local subscriptions in their behalf;and a fourfold payment to the Life-boat'screw.

Thus the LIFE-BOAT INSTITUTION hasever taken charge of the families of thebrave men who perish in the performanceof their heroic deeds in the Life-boat, and


says that they shall not pass away un-honoured, and that those dependent onthem shall not lack bread and consolationin their dire distress.

It must be added that, while the boatsof the Institution have this year beenmanned by upwards of 10,000 persons, onservice and exercise, poor WHITE'S is theonly life lost from them.

SOCIETY OF LLOYD'S EEGISTEB.

An event interesting to many in theshipping world took place on the 5thof October in the presence of the Com-mittee of Lloyd's Eegister of British andForeign Shipping Society. The wholeof their extensive staff of Surveyors, inthis country and abroad, have combinedto mark their esteem for the chairman,Mr. THOMAS CHAPMAN, F.E.S., F.S.A.,&c., and their appreciation of his publicworth during the long period of morethan forty years that has marked hispresidency over the destinies of the aboveEegister Society. A large deputation ofthe Surveyors was present, and was in-troduced by Mr. B. MAETELL, the chiefSurveyor, who read an address from theofficers to Mr. CHAPMAN, and accompaniedit by a magnificent presentation of plate,of elegant and appropriate design. Mr.CHAPMAN replied with much feeling. Herecounted the early steps which weretaken in 1834 to replace the two old

Eegister Societies which then existed, inconsequence of the dissatisfaction they gave,by the present Eegister Society formedon a broader basis, and founded on soundand enduring principles. Some curiousfacts in connection with the early strugglesof the newly-organised society were re-lated, and were contrasted with its pre-sent prosperity and its great influenceupon the shipping of this country and ofthe world.

A few months previously Mr. W. H.TINDALL, the Deputy Chairman of Lloyd'sEegister, supported by the Eight Hon.G. J. GOSCHEN, M.P., Chairman of Lloyd's,presided, at a dinner given at the AlbionTavern, London, by the members of theCommittee of the Eegister Society, on theoccasion of their making a presentation toMr. CHAPMAN of a beautiful silver epergne,and a portrait of himself. In giving thetoast of the evening, Mr. GOSOHEN said, iua highly complimentary speech, that heattributed the great public confidenceplaced in the Society of Lloyd's Eegisterto the able manner in which it had beenpresided over by Mr. CHAPMAN, the single-ness of mind with which the committeeand executive performed their duties, andthe integrity of its surveying staff.

It should be added that the NATIONALLIFE-BOAT INSTITUTION has also had theadvantage of the valuable and hearty co-operation of Mr. CHAPMAN as Chairman ofits Committee of Management for morethan twenty-three years.

THE LIFE-BOAT STATIONS OF THE UNITED KINGDOM.

ISLE OF MAN.

XX. and XXI.—DOUGLAS.

No. 1. The Manchester and Salford Sunday Schools,32 feet long, 7 feet 6 inches beam, 10 oars.

No. 2. The John Turner- Turner, 35 feet long, 9 feetbeam, 10 oars.

IF the climate of the Isle of Man can justly beboasted of by the Manxmen as milder than manyof the most popular winter watering-places inthe South, its coasts, it must be admitted, aresubject to as great an amount of tempest andchange as any other portion of these islands; andin the early part of the present century the listof wrecks on its shores was annually a large one.

Good harbours, lights, and steam, by givingadditional facilities for trade, greatly increasedcommerce, and, at the same time, greatly reducedthe annual average number of wrecks.

At Douglas, the capital of the island, the Insti-tution has found it necessary to station two Life-boats. The No. 1 boat, which is the smaller, iskept in a house on the esplanade to the north ofthe town, and is used for wrecks in the shallowpart of the bay, and on the sands and shoals onthat side of it. The No.-2 boat, which is intendedspecially to work under sail, is kept always afloatjust inside the breakwater at the entrance of theharbour, and finds her work in standing outunder canvas to remove the crews of vesselswhich,having been obliged to anchor in a dangerousposition, are in expectation of parting from theircables.

The Isle of Man, from its situation midwaybetween the three ever contending countries ofEngland, Ireland, and Scotland, until recenttimes was not uncommonly the scene of strugglesbetween the rival nations. The Manxmen, how-ever, had always this great advantage, that anattack from either of the three powers called theother two to their assistance. And it was always


the sure refuge of those individuals of eithercountry who sought shelter from the oppression oftheir own rulers. To the Isle of Man the Druidsretreated from Anglesea before the persecution ofthe Romans under Suetonius Paulinus in 61, andDruidical remains still abound in the island.It remained, however, under the government ofthe King of Scotland till the times of Baliol andBruce, when it passed provisionally into the handsof Edward I., and finally Henry IV. granted itto Sir John Stanley, who became King of Man,married the heiress of Knowsley, and was aboutthe year 1400 also Lord Lieutenant of Ireland.The Lordship of Man remained in the Derbyfamily till about 1736, when from lack of maleheirs it passed into the hands of the Duke ofAthole, with whom it remained till the rights ofthat family were purchased by the British Parlia-ment in 1765; further grants were, however, madeto the same family on the ground of inadequatecompensation in 1805, and so late as 1829 nearlyhalf a million more was voted to compensate thethen Duke of Athole for his remaining rights,civil and ecclesiastical.

Sir William Hillary, who, about the year 1820,commenced a public agitation which resulted inthe establishment of " the ROYAL NATIONAL INSTI-TUTION for the Preservation of Life from Ship-wreck," and which, in later years, became thepresent ROYAL NATIONAL LIFE-BOAT INSTITUTION,resided in the Isle of Man, and one of the firstlocal Life-boat Associations was established byhim there in 1826. It is a significant fact,illustrative of the wondrous strides made inrecent years towards lessening the perils of thesea, that between 1821 and 1846, 144 wrecks tookplace on this island, entailing the loss of 172 lives,while during the last five years there have beenscarcely a dozen wrecks on the coast, and the lossof life has not been very large. Yet the commercehas greatly increased since the beginning of thecentury.

One of the prominent features in the wildscenery of this part of the coast is the rocky isletof St. Mary-at-Conister, a reef and ledge of rockin the centre of the bay, which is covered at highwater, and which was the frequent scene ofappalling wrecks. In 1833 Sir William Hillarybuilt on it the present tower, to indicate its posi-tion to mariners, and afford refuge to the crewsof vessels wrecked on the rocks at its base. Onthe mainland, opposite this island-tower, stood,until the beginning of this century, an ancientBritish fortress, in which Caratack, brother ofBoadicea, found refuge from the fury of theRomans after the defeat and death of that Queenand her children.

From the " History of the Life-boat and itsWork," by RICHARD LEWIS, Esq., we learn thatin 1825 Sir William assisted in saving the lives of62 persons from the steamer Glasgow, and 11 per-sons from the sloop Fancy; between 1827 and18^2 he saved many other lives, " but his greatestsuccess was on the 20th of November, 1830, whenhe saved in the Life-boat 22 men, the whole of thecrew of the mail steamer St. George, which becamea total wreck on St. Mary's Rock. On this occa-sion he was washed overboard among the wreck,with three other persons, and was saved withgreat difficulty, having had six of his ribs frac-tured."

The Honorary Secretary of the Douglas Branchis THOMAS BAWDEN, Esq., to whom the Public andthe Institution are indebted for his careful super-intendence of this important Life-boat station;40 lives have been saved from the No. 1 stationsince 1868.

XXII.—RAMSEY (ISLE OF MAN).

The Ttoo Sisters, 33 feet long, 8 feet 6 inches beam,10 oars.

AT the north end of the Isle of Man is the town ofRamsey, having a small harbour inside the mouthof the river Sulby; the river is narrow, and theentrance has to be protected by strong works ofmasonry and a pier.

Vessels use the anchorage outside extensivelyduring westerly winds, but if caught at anchorwith an easterly or north-easterly gale they areplaced in a most dangerous position, as, thoughthe mouth of the river is under their lee, it canonly be taken at favourable states of the tide andin moderate weather.

The Life-boat Two Sisters is therefore kept in ahouse on the esplanade, near the entrance of theriver, and, on her carriage, is run down the beachin the immediate vicinity of her station, and isgenerally, except in the case of heavy on-shoregales, got afloat without difficulty.

There is always a heavy sea to contend with,and it is fortunate for the distressed ships whichrequire the services of the Life-boat that thecrew is composed of Ramsey fishermen, who arereckoned among the best of the proverbiallyhardy Manxmen. Most of the wreck work isperformed by the Life-boat under sail.

Since the establishment of this Station in 1868,through the Manchester Branch, 65 lives havebeen saved by the Life-boat, besides which severalships and cargoes have been saved entire by timelyassistance, and much other aid has been renderedto vessels in need of it.

The Rev. GEORGE PATON, the Rector of Ram-sey, is the valued and energetic Honorary Secre-tary of this branch.

XXIII.—CASTLETOWN (ISLE OF MAN).

The Commercial Traveller, 32 feet long, 7 feet 6inches beam, 10 oars.

THIS town is situated at the mouth of a smallstream, named the Silver-burn, on the extremesouth side of the island. The little streamempties itself into Castletown Bay, which island-locked for three-fourths of a circle, but isopen to the south-west; the shores are veryrocky, and vessels, though they may use theanchorage with the wind in any other directionin safety, are placed in a dangerous position if asouth-west gale sets in, and getting to sea in asailing vessel is then most difficult. The Life-boat, therefore, may be called on to removecrews from vessels in danger of parting fromtheir cables, and also may be wanted to rescuethe crews of stranded vessels inside or outsideCastletown Bay. Forty lives have been savedfrom this station.

The boat-house is built adjoining the castle ofRushen, which occupies the prominent place inthe centre of the town. The boat is kept on acarriage, and can be launched, when the tidesuits, either in the stream or from the coastunder the lee of the pier, or be conveyed by landto other parts of the coast.

The castle of Rushen, remarkable for the greatthickness and strength of some parts of the walls,is in good preservation, and is used as a prison.A castle was built by the Danes here about 960,but the present castle was probably erected in thethirteenth century. In the southern tower is

622 THE LIFE-BOAT. [NOVEMBEB 1, 1876.

still preserved the quaint strange-looking clockpresented by Queen Elizabeth, lii 1313 RushenCastle was besieged by the army of Robert Bruce,and became famous for having successfully re-sisted ail attacks for six months.

The magnificent view from the battlements ofthe castle embraces in one sweep the Calf of Manto the westward; the Paris Mountains in Angle-aea, and the Black Coomlee in Cumberland tothe south-east; and to the north-west, through& gap in the lands of the Isle of Man, the MoumeMountain in Ireland.

A considerable number of fishing-boats belongto the port, and at some seasons many othersmake it their port of refuge. The Life-boat,therefore, has a good crew.

G. H. QUAYLE, Esq., is the zealous HonorarySecretary of this branch.

SOUTH WALES.

XXIV.—MILFORD.

The Katharine, 33 feet long, 8 feet 6 inches beam,10 oars.

THIS Life-boat is stationed at Angle Point, nearthe south side of the entrance to Milford Haven,She is intended to carry out pilots to vessels an-chored in a distressed condition outside thehaven, or to remove the crews from ships an-chored in dangerous proximity to the steep cliffswhich form the shores of this magnificent inlet ofthe sea.

The boat-house is placed on the edge of steepground, close to the water, and a long slipwayenables the boat to launch at any time of tidewithout difficulty. No carriage is used, as it isnot possible to transport by land.

The Katharine was so named at the request ofTitus Salt, Esq., of Bradford, who, in 1867, pre-sented the Institution with the boat.

The boat has been launched several times tovessels in. distress in need of pilots, and the like,besides which she has saved 19 lives; but herservices are not so frequently required as theboats of many other Stations.

HENKY PATTISON, Esq., Collector of Customs,is the Honorary Secretary of this branch.

SUMMABT OS THE

MEETINGS OF THE COMMITTEE.

THURSDAY, 1st June, 1876 :

THOMAS CHAPMAN, Esq., F.R.S., V.P., Chairmanof the Institution, in the Chair.

Read and approved the Minutes of the previousMeeting, and those of the Finance aad Corre-spondence, and "Wreck and Reward Sub-Com-mittees.

Also the Report of Rear-Admiral J. B. WABB,Chief Inspector of Life-boats to the Institution, onhis recent visits to Cemlyn, Cemaes, Bull Bay,Aberystwith, Pembrey, Cardigan, Torquay, Dart-mouth, and Teignmouth.

Also the Reports of Rear-Admiral DAVIDROBEBTSON, Assistant-Inspector of Life-boats, onMs visits to Hartlepool, West Hartlepool, "Withern-sea, Hornsea, Bridlington Quay, Flamborough,Dover, and Hythe.

Also the Report of Captain C. GBAY JOXES,R,N., Second Assistant-Inspector, on his recentvisits to Chapel, Skegness, Satton, and Theddle-thorpe.

Reported the receipt of 420?. from the JewishScholars' Life-boat Fund, to place a Life-boat onthe coast, to be named the Michael Henry.

Decided that the Committee of the fund bethanked, and that a Life-boat be appropriated tothe gift as early as practicable.

.Reported the receipt of the following otherspecial contributions since the last meeting:—

£. s. d." Plimsoll" Life-boat Fund, per Mr. J.

FiTZpATKiCK, Liverpool . . . . 198 8 11Miss ELIZABETH RAWSON . . . . 100 0 0Nottingham Amateur Christy Min-

strels, per Nottingham Branch . . 50 0 0Collected on board the 8. S. St. Osyth,

per Capt. R. McNAB 11 0 0Collected after Sermons in Trinity

Church, Weston-super-Mare, perKev. J. BARTUETT 1 1 0 0

Collected after Sermons an AdderleyChurch, Market Drayton, per Rev.ATHELSTAN COBBET, M.A. . . . 2 16 0

— To be severally thanked.

Also that the following legacies had been be-queathed to the Institution:—

£. s. d,The late Miss MARYKERR, of Dumfries 50 0 0The late Miss ELIZABETH EVE DAY, of

Beading 10 10 0The late Mrs. CAKOI.INE FAUCET, of

Clifton 19 19 0

Reported the transmission to their Stations ofthe Torquay, Hartlepool No. 1, Aberystwith,Chapel, and Sutton new Life-boats.

The two first Life-boat Stations had beenpublicly inaugurated, under the superintendence,respectively, of the Inspector and the Assistant-Inspector of Life-boats to the Institution.

Decided to re-establish the Life-boat Station atCemlyn, on the coast of Anglesey, on the invita-tion of the local residents; and that the gift by theLoyal Order of Ancient Shepherds of a Life-boat,to be named the Good Shepherd be appropriated tothat Station.

Read letter from Capt. G RAKAH, R.N., of H.M.S.Britannia, of the 19th May, stating that 2501. hadbeen subscribed by the Naval Cadets of that ship,and their friends, in aid of the cost of a Life-boat,to be named the Royal Naval Cadet, tie proposedto hand that amount to the Institution, on theunderstanding that it would furnish the necessaryfunds to complete the cost of a Life-boat. Hewould thereupon guarantee a sufficient sum yearlyfor the maintenance of the Life-boat.

To be thanked, and informed that while theCommittee fully appreciated that kind offer, theywould prefer if he would persevere until thewhole of the first cost of the Life-boat, carriage,and equipment, about 500/., bad been raised, whena Station would probably be available for theboat.

Voted the thanks of the Institution to Mr. J. K.TOOMEY, in acknowledgment of his kind co-operation during the period he occupied the officeof Honorary Secretary of the Wicklow branch ofthe Society.


Paid 2,303J. 7s. for sundry charges on variousLife-boat establishments.

Voted IS/. 18s. 6d. to pay the expenses of theLydd and Whitby Life-boats in performing thefollowing services:—

Livessaved.

Kussian Barque Ilmatar, of Finland . . . 1 5Four Fishing Cobles 12

[The details of these services will be found onpage 593 of the last Number of this Journal.]

Voted also 321. 10s. to pay the expenses of theLife-boats at Penarth and Walmer in putting off,in reply to signals of distress, to the aid of vesselsnot ultimately needing assistance.

The Berwick Life-boat had also been launchedto the aid of several fishing-boats, which had beencaught in a sudden gale; but all of them for-tunately got safely into port.

Voted the Silver Medal of the Institution toMr. R. J. BARTHOLOMEW, and its thanks, inscribedon vellum, to Mr. C. O'NEILL, JOHN BELL, andPETER McKiNNON, for patting off in a boat fromthe steamer Argyll, of Bothesay, in a gale of windand heavy sea, at great risk, and rescuing one ofthe crew of the Russian barque Taotrnus, whichhad been run into while at anchor, and had sunkon Skelmorlie Bank, in the Clyde, on the23rd Dec. The thanks of the Institution, in-scribed on vellum, were also voted to Capt.CAMPBELL, Master of the Argyll, for his co-opera-tion on the occasion.

Also the Silver Medal of the Institution, andI/., to Mr. RICHARD BILLETT, Chief Boatman ofH.M. Coastguard, and Coxswain of the Institu-tion's Life-boat at Lydd, and ]/. each to 4 otherCoastguard-men, for putting off in their boat, andtaking off the master and his wife from thebarque Ilmatar, of Finland, which had strandedoff Dungeness on the 8th May. Great risk wasincurred in performing this service, the boat beingonce capsized in launching.

Also 21. 10«. to 5 men of Holy Island, forrescuing the master and one of the crew from therigging of the steamer Calcium, of Kirkcaldy,which had sunk on the Goldstone Rock duringfoggy weather, on the night of the 3rd May.

THURSDAY, 6th July:The Chairman of the Institution, in the Chair.Read and approved the Minutes of the previous

Meeting,'and those of the Finance and Corre-spondence, and Wreck and Reward Sub-Com-mittees.

Also the Report of the Inspector of Life-boatson his recent visits to Dartmouth, Harwich, andBrussels.

Also the Report of the Assistant-Inspector, onhis visits to Bridlington Quay, Filey, Scarborough,Broughty Ferry, Thurso, Stromness, Longhope,Kirkcudbright, Whithorn, Port Logan, Ballan-trae, Girvan, Isle of Arran, and Ardrossan.

Also the Report of the Second Assistant-In-spector on his recent visits to Ashton-under-Lyne, Balbriggan, Howth, Greystones, Wicklow,Arklow, Courtown, Cahore, Wexford, Carnsore,Duncannon, Tramore, Dungarvan, Ardmore,Toughal, Queenstown, Ballycotton, Courtmac-sherry, and Valentia.

Repotted the receipt of the foHowing specialcontributions since the last meeting:—•

£. ». d.Anonymous, per Messrs. BARCLAY,

BEVAN, & Co 100 0

£. s. d.Miss GAINSFORD, Brighton . . . . 60 0 0BRISTOL HISTRIONIC CLUB, in aid of the

support of their Life-boat at LOSSIE-MOUTH, N.B 50 0 0

Collected at the Glasgow Custom House,per D. Williams, Esq., and Mr. M.O'HALLOHAN 31 0 0

Collected on board the Cape Mailsteamship African, Captain COAT-HOPE, after sermons by Rev. E. B.PRINCE, of Cape Town 12 15 0

Part proceeds of Odd Fellows' andForesters' Fete at Ipswich, on Whit-Monday, per W. B. Jeffries, Esq. 5 0 0

— To be severally tlumhed.

Also that the following legacies had beenbequeathed to the Institution:—

£. *. d.The late W. J. RIDEOUT, Esq., of

Charles Street, Berkeley Square(duty free) 1,000 0 0

The late GEORGE IRLAM, Esq., ofNorth Row, Park Lane (duty free) 1,000 0 0

The late Miss M. A. BIRTWHISTLE, ofCheltenham 1,000 0 0

The late Mrs. ANNE TAYLOR, of Bol-ton (duty free) 50 0 0

The late Miss MARGABET JOHNSTON,of Chichester (duty free) . . . 50 0 0

The late Mr. THOMAS CRACKLES, ofHull 19 19 0

Reported the transmission to its station of theBroughty Ferry (Dundee) Life-boat." Also that the Good Shepherd Life-boat, whichhad been presented to the Institution by theLoyal Order of Ancient Shepherds, had beenpublicly exhibited and launched at Ashton-under-Lyne on the 3rd and 5th Jane, on the occasion ofthe Jubilee of the Order.

A fine specimen of the Life-boat and Carriage ofthe Society, fully equipped, together with models,drawings, &c., had, on invitation of the Committeeof the Brussels International Exhibition, beenforwarded to that Building. The KING and QUEENof the BELGIANS took special notice of the Life-boat. The King examined it minutely, and re-mained about five minutes in conversation withAdmiral Sir W. H. HALL, K.C.B., Mr. LEWIS,and Admiral WAKD. He expressed his high ad-miration of the great and national work accom-plished every year by the Institution, which heearnestly hoped would continue to prosper.

[We may add that the Jury of the Exhibitionhave since awarded its highest distinctions—aGold Medal and a Diploma of Honour—to theNATIONAL LIFE-BOAT INSTITUTION, in acknowledg-ment of the " perfection and remarkable charac-ter of its Life-boat and Equipment, and its otherExhibits in Class Eleven of the Exhibition."

We are gratified to find that similar distinctionshave been conferred on Admiral Sir WM. HALLin admiration of his untiring exertions in estab-lishing Sailors' Homes }n -Great Britain andAbroad.]

Ordered that various works be carried out atthe Life-boat Stations at Eyemouth, Cruden Bay,Portrush, Cromer, Yoaghal, Hythe, and DonnaNook, at an expense of 1106/. 5s.

Voted a Telescope and 201. to Mr. WILLIAMMEARSS, Senior, in acknowledgment of his longand gallant services while holding the positionof Coxswain of the Montrose Life-boa*, whichhe was now compelled to resign, on account of ill-health.

624 THE LIFE-BOAT. [NOVEMBER 1,1876.

Decided to form a Life-boat Station at Darmouth, and to appropriate thereto the legacy leftto the Institution by the late H. W. PICKERS-OILL, Esq., R.A., for a Life-boat to be namedafter himself.

Read letters from Mr. G. A. ARMSTRONG, ofLos Angeles, California, calling attention to hisplan of Life-boat.— To be acknowledged.

Ordered that 1,000?. of the Funded Capital ofthe Institution be sold out to assist in meetingheavy payments on various Life-boat Establish-ments, which amounted altogether to 39892.2s. 5d.

Voted 187, to pay the expenses of the CaisterNo. 2 Life-boat in bringing ashore the captain,pilot, and 12 of the crew of the ship McNear, ofBoston, U.S. The Caister No. 1 Life-boat sub-sequently assisted to save the vessel.

[The details of these services will be found onpage 591 of the last Number of this Journal.]

Voted 451. 3s. 6d. to pay the expenses of theLife-boats at Broadstairs, Barmouth, Salcombe,Hunstanton, and Fraserburgh, in either assem-bling their crews or putting off to the aid ofvessels not ultimately needing assistance.

Voted also I I . to H. J. HART, and 2 other men,for putting off in a boat and rescuing 2 menfrom a Gravesend wherry which had been cap-sized off Folkestone, during a fresh N.E, breeze,on the 19th May.

THURSDAY, 3rd August:The Chairman of the Institution, in the Chair.Read and approved the Minutes of the previous

Meeting, and those of the Finance and Corre-spondence, and Wreck and Reward Sub-Com-mittees.

Also the Report of the Inspector of Life-boatson his recent visits to Watchet, Weymouth,Guernsey, and Alderney.

Also the Report of the Assistant-Inspector onhis visits to Troon, Ayr, Irvine, Campbeltown,Southern! (Cantyre), and Mablethorpe.

Also the Report of the Second Assistant-In-spector of Life-boats on his recent visits to Grey-stones, Giles Quay, Balbriggan, and Howth.

Reported the receipt of the following specialcontributions since the last Meeting :—

In memory of two officers, Indian £. s. d.Army (Madras), HAWKINS andSPINES (many years deceased).From Mrs. A. D. M., born HAIV-KINS 1,000 0 0

County Court Life-boat Fund, perMr. J. ROBEUTS . . . . . . 115 0 4

Ancient Order of Foresters. An-nual Subscription in aid of thesupport of their two Life-boats,per SAMUEL SHAWCROSS, Esq. . . ICO 0 0

ARTHUR HUTCHINSON, Esq., and theMisses FANNY and CHARLOTTEHOTCHINSON 24 0 0

Collected at Colombo, Ceylon, per1 S. LE Coco, Esq 1 5 0

— To be severally thanked.

Reported that the late Misses AGNES andELIZABETH FERGDSON, of Edinburgh, had left themunificent legacy of 5,000? to the Institution.

Ordered that new Life-boat houses be erectedat Holyhead and Whitehaven, at an expense of700?.

Reported that the new Life-boat sent to Camp-beltown, N.B., last month by the Institution was

publicly named the Princess Louise at its station,and was afterwards launched and tried ;by thecrew, under the superintendence of the Assistant-Inspector of Life-boats to the Society, his Gracethe DUKE of ARGYLL and members of his family ,being present on the occasion.

Voted the thanks of the Institution to W. H.DENNETT, Esq., and Capt. SPENCER P. BRETT,R.N., in acknowledgment of their past valuableco-operation as the Honorary Secretaries, re-spectively, of the Worthing and Dawlish-branchesof the Society.

Also to Lloyd's Register of British and Foreign.Shipping Society, for their kind present to the In-stitution of their Register for the current year.

The Committee expressed their deep regret atthe lamented death of the Rev. CHARLES HES-KETH, M.A., who had been the Chairman of theSouthport Branch of the Institution from itsformation.

Sir EDWARD PERROTT, Bart., V.P., called theattention of the Meeting to the gratifying factthat the respected Chairman of the Institutionhad been publicly entertained on the 5th July bythe Committee of Lloyd's Register, and presentedwith a piece of plate and a portrait of himself.

The Committee expressed their high apprecia-tion of this mark of respect to Mr. CHAPMAN.

Paid 1809/. 9«. !0rf., for sundry charges onvarious Life-boat Establishments.

Voted 13/. 4s. to pay the expenses of the recentservices rendered by the Cemaes and LlanddulasLife-boats. The former boat had brought ashore8 men from Skerries Island, they having' ex-hausted their provisions, and the sea being toorough to allow their tender to reach the island;and the latter Life-boat had saved 5 men from apleasure-boat belonging to Llandudno, which hadbeen disabled off Llanddulas.

The Arklow Life-boat had also rendered assist-ance to the distressed barque Hoyeroft, of Anna-polis.

Voted 23?. 18s., to pay the expenses of the Life-boats at Wells, Wicklow, and Hunstanton, in put-ting off in reply to signals of distress exhibited byvessels not ultimately requiring the aid of theLife-boats.

THURSDAY, 7th September:

GEORGE LYAIL, Esq., V.P., Deputy Chairman,in the Chair.

Read and approved the Minutes of the previousMeeting, and those of the Finance and Corre-spondence, and Wreck and Reward Sub-Com-mittees.

Also the Report of the Inspector of Life-boatson his recent visits to Poole, Swanage, Chapman'sPool, Kimmeridge, Brooke, Brighstone, Bern-bridge, Hayling Island, Chichester Harbour, andSelsey.

Also the Report of theSecond Assistant-Inspectorof Life-boats on his visits to Aberdovey, Barmouth,Abersoch, Porthdinllaen, Portmadoc, Llanddwyn,Rhoscolyn, Holyhead, Cemaes, Amlwch, Moelire,and Rhosneigir.

Reported the receipt of the following specialcontributions since the last Meeting: —

£. ». d.Loyal Order of Ancient Shepherds.

Further in aid of the Cemlyn Life-boat Station 200 0 0

NOVEMBEB 1,1876.] THE LIFE-BOAT. 625

£. f . d.Independent Order of Odd Fellows

(Manchester Unity). Annual Sub-scription towards the support oftheir Life-boat at Cleethorpes . . 50 0 0

Collected by Capt. RICHARD GIBBON,of the S.S. Young Ching, in Shang-hai . . . . . . . . . • 26 7 11

Collected by Capt. H. BAM.ARD, ofthe Cape Mail S.S. Teuton, on herlast voyage to and from the Cape,per G. S. COXWELL, Esq. . . . 13 10 0

Part of Proceeds of Forester's Feteat Burton-on-Trent, per Mr. W.UDAU, 10 0 0

Collected after Sermon in BurnbyChurch, Yorkshire, per llev. J. M.WILUAMS 3 15 1

Collected on board the S.S. KingErmyn, per Capt. A. HAHLOW. 2 5 0

Collected on board the S.S. LadyJosyan, pe r Capt. T . KEMP . . . 2 0 0

Coins saved for the Life-boat Fund,by a Lady, now deceased, per MissSiMpsoN. 0 12 6— To be severally thanked.

Also that the following legacies had been be-queathed to the Institution:—

£. «. d.The late Mr. WILLIAM 'WALLACE, of

Curtain Road, Shoreditch, duty free 800 0 0The late Mrs. Ass FAWCETT, of Nor-

folk Terrace 500 0 0The late J. M. STOTT, Esq., of Ras-

trick, York, a sufficient sum (dutyfree) to provide a Jonathan StottLife-boat for the Yorkshire Coast.

The late Miss MABT BROWNE, ofLiverpool 250 0 0

The late J. J. STAINTON, Esq., ofLewisham 100 0 0

The late STEPHEN BRYAN, Esq., ofDalston 50 0 0

The late H. F. JILCARD, Esq., ofIslington 19 19 0

Reported that the Cemaes new Life-boat hadbeen forwarded to its station.

The cost of the Life-boat had been defrayed byGEORGE HEQINBOTTOM, Esq., of Ashton-under-Lyne and Southport, and at his request the boatis named the Ashtonian, in honour of the birth-place'of the donor.

Also that various works be carried out at theGuernsey, Cardigan, and Balbriggan Life-boatStations.

The Committee expressed their deep regret atthe lamented deaths of the following coadjutorsof the Institution :—

Sir HENRY GORDON, BAHT. President of theIsle of Wight Branch.

Rev. 3. S. A VERY. Formerly Honorary Secretaryof the Bude Branch.

Captain C. PARKER, R.N. Formerly HonorarySecretary of the Newark Branch.

Mr. JOHN WILLIAMS. Honorary Secretary ofthe Llandudno Branch.

W. B. HUME, Esq. Member of WintertonLife-boat Committee.

Miss MARY BROWNE. Donor of LlandudnoLife-boat.

Read letter from His Excellency Judge ED-WARDS PIERRBPOST, the Ambassador from theUnited States of America, of the 6th September,applying, on behalf of Mr. F. A. CONKLING, and

other gentlemen of New York, for information onthe work of the NATIONAL LIFE-BOAT INSTITUTION,they proposing to form a similar society in thatcity.—Decided that this request be cordially compliedwith.

Read letter from the Treasurer of the AngleseyBranch, of the 14th August, stating that a Bazaarhad recently been held on behalf of the fundsof that Branch, and had realised 1501.— To bethanked.

Also from E. ODEM,, Esq., of Dangarvan, of the7th August, expressing his readiness to grant theInstitution a site on which to erect a new Life-boat-house at Ardmore.— To be thanked.

Read letter from Mr. C. COLWELL, of GreatYarmouth, of the 9th and 29th ultimo, calling at-tention to a plan of Life-boat which he hadinvented.—• To be acknowledged.

Also from Miss McLEAN, of Kensington, onthe subject of a portable ambulance she had in-vented for the use of injured persons.— To beacknowledger!.

Paid 1,029/. 10s. ^d. for sundry charges on.various Life-boat Establishments.

Voted 7i/. to pay the expenses of the Life-boatsat Dungarvan, Forthdinllaen, Peterhead, andBroughty Ferry, in rendering the following ser-vices :—

Livessaved.

Brigantine Bridget, of Dungarvan . . . . 8Fishing-boat of Llanaelhaiarn 3Fishing-boats in distress—rendered assistance.Brig Macedonia, of BIyth 7Brig Robert Stevenson, of North Shields. . . 9Brig Emerald, of Montrose 6

The Scarborough, Caister, Montrose, and NorthSunderland Life-boats had also rendered the fol-lowing services:—

Fishing-smacks Providence, of Lowestoft, andDawn, of Grimsby, assisted to save vessels; S. S.Cingalese, of London, remained by vessel; fishing-boat Vivid, of Ferryden, assisted to save vesseland crew, 6 ; fishing-boat Gem, of Eyemouth, as-sisted to save vessel and crew.

[ Vide pages 617-19 for particulars of most ofthese services.]

Voted also 73Z. 2s. to pay the expenses of theMaryport, Newbiggin, Abersoch, Brighton, Stone-haven, Sutton, Orme's Head, New Brighton, andPorthdinllaen Life-boats, in either assemblingtheir crews or going off to the aid of vessels noteventually needing their assistance.

Voted II. to 2 men belonging to Antrim, forsaving 2 other men from a boat which had beencapsized on Lough Neagh on the 25th May.

Also II. to 3 Wicklow men for rescuing 4 per-sons from a boat which had been capsized nearWicklow Bar, during a fresh S.S.W. breeze, onthe 10th August.

Also 2!. to 3 men belonging to Rhosneigir,Anglesey, for saving a man from a boat whichhad been swamped in AberfFraw Bay on the 14thAugust.

And 107. to 14 Caister beachmen for putting offin one of their yawls, during a strong S.S.W.wind, and considerable sea, and, with difficultyand risk, saving 3 persons from the mast of thetrawling-boat Victoria, which had stranded andsunk on the Barber Sand on the 6th September.

HOTICE.—The next mraxber of the "Life-boat Journal" will be published on the 1st ofFebruary, 1877.

Royal National Life-Boat Institution,For the Preservation of Life from Shipwreck.

STJPFOBTED SOLELY BY VOLUXTABY CONTRIBUTIONS.

f)atrunej&— tf>e ©item.

Services of the Life-boats of the Institution in 1875.Mice, cutter, of Yarmouth— as-

sisted to save vessel and ...... .Alt/ma, ».»., of Hamburg ....... . .Amity, schooner, of Beaumaris—

rendered assistance.Anna, barque, of Brfmen ....... .Arrow tielte, schooner, of Aberyst-

wyth .........................Attffusia Louise, schooner, of Nantes

— assisted to save vessel.Auld Reekie, schooner, of Middles-

borough .................... ..Eebfwrt brig, of Hoeuelle— assisted

to save vessel and .............Blanche Marguerite, barque ......

Britannia, steamer, of Leith .....Britannia, smack, of Beliast .....Bucephalus, barque, of Shields —

assisted to save vessel and ......Ilrodrenes JJaab, brig, of Tonsberg

— assisted to save vessel and. ...Urouplit&n, barque, of Liverpool —

rendered assistance.Cairndunn, schooner, of Thurso . .Coseo, barque, of Bargo — assisted

to save vessel and .............CoUirino,, schooner, of Riga ......China, ship, of South Shields— as-

sisted. to save vessel and .......Crane, smack, of taum.ms -as-

sisted to Mye vessel and ___ ... -Cmisfceai /.own, yacht, of WexfordCuba, brig, of Abo — saved vessel

and ............ . ..............Edicard O'Brien, ship, of St.

Thomas, U.S ..................Ellen Beatrice, schooner, of Aber-

ystwyth — rendered assistance.EUen. !>authard,stilv,ot Richmond,

CT.S. ..........................Minor ana Mary, scK, of M ilford .KUzaVA, schooner, of Carlisle ----Emilia, Kussian schooner— saved

vessel and ..... ...............Entilv Raymond, brig, ot St. John's,

N.B ..........................Ernestine, ship, of Amsterdam —

assisted to save vessel.Fanny* schooner, of Salcombe ....Fishing boae of TeJgnmouth .....fleetwing, barque, of Newcastle —

assisted to save vessel and ......ftorence, brigantine, of Annapolis,

assisted to save vessel.Fvrtoata, schooner, of Jfykjobins,

Denmark — assisted to save vesseland ..........................

81

B10 ;

H i35 I3

Friends, schooner, of Rillyleigh .. 4Gleaner, lugger, of Sherfngbam... 2JJannali, schooner, of Liverpool .. 2Harkaicay, cutter, of Yarmouth .. 6Harmston, schooner, of Newcastle. 1Helen, sloop, of Stomoway — 2Henrietta, schooner, of Truro—as-

sisted to save vessel and 5Hester, flat, of Conw&y 2Ma, brigantine, of Bondalb 1Ivmaailata, brigantine, of Naples 8Independence, schooner, of Ow-Har-

TOU ,.'. 4/wiiinci&k, smack, of Port Elsie... 5Island lielle, brig, of Guernsey.... 6Jams, smack, of Manoel.... 4Jessie Browv., schooner, of Yar-

mouth—assisted to save vesseland ....... &

Johanna .Antoinette, scuoouer, ofGravenhage 5

Joiie, schooner, of New YuA—as-sisted to save "vessel aiwl 8

iaiira, smack, of Carnarvon 4Lass o'ttofm, schooner, of Mvntrore 35Lauton, sloop, oi Artiroata aieopoW, schooner, of Riga 6Lisbon, brig, of London 2Lizzie Bovill, barque, of Newcastle

—assisted to save vessel and.... 9Lord Stralhnairn, ship, of Liver-

pool—assisted to save vej^el,Lucinde, schooner, ot Whitttable.. 6Lucy, barque, of Antwerp—assisted

to save vessel.Lydney Trader, ecaooaw, of. Barn-

staple 3Margaret Evans, barque, of Glasgow 21MarieJosephin?,'r>'nit,&iCherbourg 4Mary Ann, fishing boat, of Scar-

borough—saved boat and &Jfary 1'atham, schooner, of Beau-

maris 4Merntaid, smack, of Grirasby iMirre, smack—rendered assisiance,Moniagu, steamer, of Liverpool ... 33Monte carmelo, barque, of Malta—

assisted to save vessel aad 13Nathalia Jactfiine, scbooner, of

Nibe,jBtland 4Native, smack, of I'eel—assisted to

save vessel and 3JVorma, barque, of Grimstadt—ren-

dered assistance.Oriental, ship, of North Shields— I

assisted to save ̂ es&el.Osprey, sloop, of Shields 2 \1'aquet de Terra Jfwa, brigantine. 10 )

Pike, brig, of Shorebam .......... 1Port/ian, brigantine, of Aland .... 9Princess Royal, schooner, of Cardi-

gan ..................... . ---- sPunch, schooner, of Carnarvon ... 6Queen Victoria, ketch, of Lynn. . . 3Queen of India, ship, of Liverpool

— rendered assistance.Sicfuird and £tizal*!tk, sloop, of

Portsmouth — assisted to savevesseland .................... 4

Xemntta, fishing coble, of SouthShields— saved coble and ....... »

SaiKii Jack, schooner, of Yarmouth 4Sensitive, schooner, of Boulogne—

rendered assistance.Shields, brig, of Cork ....... . ---- . 3Sfiottm, s.s., of West Hartlepool—

saved vessel and ....... . ....... JSSopAto, smack, of Hall— assisted to

save vessel and ............... . 4Star, barge, of Colchester ......... 3Svaasfare, Swedish barque— saved

vessel and .................... 16Tantivy, schooner, of Wicklow..,. 4Tantimj, schooner, of Falmontu—

rendered assistance.Tenter, barque, of VVhitby ...... , . »Thirteen, bris, of Sunderland ..... sThistle, smack, of Uaatlelown ..... 31'ippergra.ph, smacK, of Scar-

borough ........ ,.....,.. ..... 3Jbronto, barque, of Glasgow. . .... 11y«ifep',s.s., of Glasgow i... ...... 21Vidar, brig, of Draoimen. *,...... 8Villager, echouner, of InvSoess . . sKttorioto e., brig, of Venice ..... 9Vixen, steam-tug, of North Shields

— assisted to save vessel and ____ aWard Jackson, schooner, of Car-

narvon ....................... 5Waterloo, brigantine, of Cork ..... 1H isA, brig, of Plymouth— rendered

assistance.Young Rnglana, barque, of Mid-

ulesborough. . ................. 4Zouave, schooner, of Portsmouth . . 6

Total lives saved by Life-boats, In1875, in addition to 30 vessels , 126

During the same period the Jtution granted rewards for savngLives by fishing and other boats us

Total of Lives saved tn\ OniTwelve Months ..... < J "•**

THE COMMITTEE or MANAGEMEST have to state that during the past year (1875)NATIONAL LIFE-BOAT INSTITUTION expended £30,24Z on its 266 Life-boat Bstablishmente <aj theCoasts of England, Scotland, and Ireland, in addition to having contributed to the saving of 0SHpersons from various shipwrecks on our Coasts, for which services it granted 30 Silver Medals andVotes of Thanks on Vellum, and pecuniary rewards to the amount of £3,289.

Ihe number of Lives saved either by the Life-boats of the Society, or by special exertions for•which it has granted rewards, since "itB formation, is 23,900; for which services 92 Gold Medals,876 Silver Medals, and £40,000 in cash have been paid in .Rewards.

It is most gratifying and encouraging to know thaf, notwithstanding; the peril and exposureincurred by the gallant crews last year, only one Jife was lost from the Life-boats of the Society,although about Il,0t0 men were out in them on all occasions during the twelve months.

The expense of a Life-boat, its equipment, transporting-carriage, and boat-house, averages£900, in addition to £70 a-year needed to keep the establishment in a state of efficiency,

Conations and Annual Subscriptions will be thankfully received by the Bankers of the Institution,Messrs. "Wiu-is, PERCIVAI,, and Co., 76 Lombard Street •, by all the other Bankers in the UnitedKingdom; by oil the Life-Boat Branches-, and by the Secretary, KICHABD LEWIS, Esq[., at theInstitution, 14 JOHN STREET, ADEGPEH, London, W.V.—November \st, 1876. *

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