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CHAP. XXII.

INVENTIONS FOR THE PRESERVATION OF

HUMAN LIFE.

WHATEVER faults may be imputed to the present age, it cannot justly be denied the praise of benevolence and humanity. Charitable institutions have arisen at every corner of our streets; schools have been established in every direction for the benefit of the children of the poor; and last, not least, the talents of ingenious men and eminent philosophers have been devoutly and successfully applied to the relief and prevention of those fatal accidents to which mankind are subject.

Among the discoveries of recent times, which next to the introduction of the cow-pock, demand the gratitude of ourselves, and of every future generation, the inventions of Mr. Greathead and Captain Manby for the preservation of shipwrecked persons-and of Professor Davy, for the prevention of those deplorable explosions which have frequently occurred in coal mines-are peculiarly worthy of commemoration, and we shall therefore present a connected epitome of these important plans. We shall begin with Mr. Greathead, who, like Captain Manby, has had the good fortune to revive the hope of shipwrecked mariners, in situations, where it has been hitherto extinct, and to snatch them from the jaws of death, in the short suspense between danger and destruction.

It appears that when a ship called the Adventure was wrecked, in 1789, on the Herd Sands, Sir Cuthbert Heron offered a reward for any seamen to go off to save the men's lives; but all refused. The greatest part of the crew of the Adventure perished within three hundred yards of the shore, and in sight of a multitude of spectators. The gentlemen of South Shields immediately met, and offered a reward to any person who would give in a plan of a boat, which should be approved, for the preservation of men's lives. Mr. Greathead gave in a plan, which met with approbation; a committee was formed, and a subscription raised for the building of a boat on that plan. After it was built, it was with some difficulty that the sailors were persuaded to go off in her, but at last they were prevailed upon by the promise of a reward, and brought the crew of a stranded vessel on shore. Since that time the boat has been readily manned, and no lives have been lost, except in the instance of the crews trusting to their own boats. Had Mr. Greathead's boat existed at the time of the wreck of the Adventure, the crew would have been saved.

The length of the boat is thirty feet; the breadth ten feet; the depth, from the top of the gunwale to the lower part of the keel in midships, three feet three inches; from the gunwale to the platform (within), two feet four inches; from the top of the stems (both ends being similar) to the horizontal line of the bottom of the keel, five feet nine inches. The keel is a plank of three inches thick, of a proportionate breadth in midships, narrowing gradually towards the ends, to the breadth of the stems at the bottom, and forming a great convexity downwards. The stems are segments of a circle, with considerable rakes. The bottom

section to the floor heads, is a curve fore and aft, with the sweep of the keel. The floor timber has a small rise, curving from the keel to the floor-heads. A bilge plank is wrought in on each side next the floor-heads with a double rabbit or groove, of a similar thickness with the keel; and, on the outside of this, are fixed two bilge-trees, corresponding nearly with the level of the keel. The ends of the bottom section form that fine kind of entrance observable in the lower part of the bow of the fishing boat, called a coble, much used in the north. From this part to the top of the stem it is more elliptical, forming a considerable projection. The sides, from the floor heads to the top of the gunwale, flaunch off on each side, in proportion to about half the breadth of the floor. The breadth is continued far forward towards the ends, leaving a sufficient length of straight side at the top. The sheer is regular along the straight side, and more elevated towards the ends. The gunwale, fixed on the outside, is three inches thick.—The sides, from the under part of the gunwale, along the whole length of the regular sheer, extending twenty-one feet six inches, are cased with layers of cork, to the depth of sixteen inches downward; and the thickness of this casing of cork being four inches, it projects at the top a little without the gunwale. The cork on the outside is secured with thirs plates or slips of copper, and the boat is fastened with copper nails. The thwarts, or seats, are five in number, double banked, consequently the boat may be rowed with ten cars. The thwarts are firmly stanchioned. The side oars are short, with iron tholes and rope grommets, so that the rower can pull either way. The boat is steered with an oar at each end; and the steering oar is one third longer than the rowing oar. The platform placed at the bottom, within the boat, is hori zontal, the length of the midships, and elevated at the ends, for the convenience of the steersman, to give him a greater power with the oar. The internal part of the boat next the sides, from the under part of the thwarts down to the platform, is cased with cork; the whole quantity of which, affixed to the life boat, is nearly seven hundred weight. The cork indisputably contributes much to the buoyancy of the boat, is a good defence in going alongside a vessel, and is of principal use in keeping the boat in an erect position in the sea, or rather of giving her a very lively and quick disposition to recover from any sudden cant or lurch which she may receive from the stroke of a heavy wave. But, exclusive of the cork, the admirable construction of this boat gives it a decided pre-eminence, the ends being similar, the boat can be rowed either way; and this peculiarity of form alleviates her rising over the waves. The curvature of the keel, and bottom facilitates her movement in turning, and contributes to the ease of the steerage, as a single stroke of the steering oar has an immediate effect, the boat moving as it were upon a centre. The fine entrance below is of use in dividing the waves when rowing against them; and, combined with the convexity of the bottom, and the eliptical form of the stem, admits her to rise with wonderful buoyancy in a high sea, and to launch forward with rapidity, without shipping any water, when a common boat would be in danger of being filled. The flanching, or spreading form of the boat, from the floor heads to the gunwale, gives her a considerable bearing; the continuation of the breadth, well forward, is a great support to her in the sea; and it has been found by experience, that boats of this construction are the best sea boats for rowing against turbulent waves.

The internal shallowness of the boat, from the gunwale down to the platform, the convexity of the form, and the bulk of cork within, leave a very diminished space for the water to occupy; so that the life boat, when filled with water, contains a considerable less quantity than the common boat, and is in no danger either of sinking or overturning. It may be presumed, by some, that in cases of high wind, agitated sea, and broken waves, that a boat of such a bulk could not prevail against them by the force of the oars; but the life boat, from her peculiar form, may be rowed a-head, when the attempt in other boats would fail, Boats of the common form, adapted for speed, are of course put in motion with a small power; but for want of buoyancy and bearing, are overrun by the waves and sunk, when impelled against them: and boats constructed for burthen meet with too much resistance from the wind and sea, when opposed to them, and cannot, in such cases, be rowed from the shore to a ship in distress. An idea has been entertained, that the superior advantages of the life boat are to be ascribed solely to the quantity of cork affixed. But this is a very erroneous opinion; and, I trust, has been amply refuted by the preceding observations on the supereminent construction of this boat. It must be admitted, that the application of cork to common boats would add to their buoyancy and security; and it might be an useful expedient if there were a quantity of cork on board of ships, to prepare the boats with, in cases of shipwreck, as it might be expeditiously done, in a temporary way, by means of clamps, or some other contrivance. The application of cork to some of the boats of his majesty's ships might be worthy of consideration: more particularly as an experiment might be made at a Ettle expence, and without inconvenience to the boats; or may prevent pleasure boats from upsetting or sinking.

The life boat is kept in a boat house, and placed upon four low wheels, ready to be moved at a moment's notice. These wheels are convenient in conveying the boat along the shore to the sea; but if she had to travel upon them on a rough road, her frame would be exceedingly shaken. Besides, it has been found difficult and troublesome to replace her upon these wheels on her return from the sea. Another plan has therefore been adopted. Two wheels of nine feet diameter, with a moveable arched anis, and a pole fixed thereto for a lever, have been constructed. The boat is suspended near her centre, between the wheels under the axis; toward each extremity of which is an iron pin, with a chain attached. When the pole is elevated perpendicularly, the upper part of the axis becomes depressed, and the chains being hooked to eye-bolts on the inside of the boat, she is raised with the utmost facility, by means of the pole, which is then fastened down to the stem of the boat.

The Scarborough boat is under the direction of a committee. Twentyfour fis ermen, composing two crews, are alternately employed to navigate ber. A reward, in cases of shipwreck, is paid by the committee to each man actually engaged in the assistance; and it is expected that the vessel receiving assistance should contribute to defray this expence. None have hitherto refusel.

It is of importance that the command of the boat should be entrusted to some stealy experienced person, who is acquainted with the direction of the tides or currents as much skill may be required in rising them to the most advantage in going to a ship in distress. It should

also be recommended to keep the head of the boat to the sea, as much as circumstances will admit; and to give her an accelerated velocity to meet the wave. Much caution is necessary in approaching a wreck, on account of the strong reflux of the waves, which is sometimes attended with great danger. In a general way, it is safest to go on the leequarter; but this depends upon the position of the vessel; an 1 the master of the boat should exercise his skill in placing her in the most convenient situation. The boatmen should practise themselves in the use of the boat, that they may be the better acquainted with her movements; and they should at all times be strictly obedient to the direc tions of the person who is appointed to the command.

The great ingenuity which has been displayed in the construction of the life boat, leaves scarcely any room for improvement: but some have supposed, that a boat of twenty-five feet in length, with a proportionate breadth, would answer every purpose of a larger one, A boat of these dimensions would certainly be lighter, and less expensive; but whether she would be equally safe and steady in a high sea, I cannot take upon myself to determine.

In the year 1791, the crew of a brig, belonging to Sunderland, and laden from the westward, were preserved by this life boat, the vessel at the same time breaking to pieces by the force of the sea.

On January 1st, 1795, the ship Parthenius, of Newcastle, was driven on the Herd Sand, and the life boat went to her assistance, when the sea breaking over the ship as the boat was ranging along-side, the boat was so violently shaken that her bottom was actually hanging loose; under these circumstances, she was three times off to the ship, without being affected by the water in her.

The ship Peggy being also on the Herd Sand, the life boat went off, and brought the crew on shore, when the plug in her bottom had been accidentally left out; though she filled with water in consequence, yet she effected the purpose in that situation.

In the latter part of the year 1796, a sloop, belonging to Mr Brymer, from Scotland, laden with bale goods, was wrecked on the Herd Sands; the crew and passengers were taken out by the life boat; the vessel went to pieces at the time the boat was employed; the goods were scattered on the sand, and part of them lost.

In the same year, a vessel, named the Countess of Errol, was driven on the Herd Sand, and the crew saved by the life boat.

October 15th, 1797, the sloop, called Fruit of Friends, from Leith, coming to South Shields, was driven on the Herd Sand. One part of the passengers, in attempting to come on shore in the ship's boat, was unfortunately drowned; the other part was brought on shore safe by

the life boat.

The account of Captain William Carter, of Newcastle, states, that on the 28th of November 1797, the ship Planter, of London, was driven on shore near Tynemouth-bar, by the violence of a gale; the life boat came cut, and took fifteen persons from the ship, which the boat had scarcely quitted before the ship went to pieces; that, without the boat, they must all have inevitably perished, as the wreck came on shore soon after the life boat. He conceived that no boat, of a common construction, could have given relief at that time. The ships, Gateshead and Mary of Newcastle, the Beaver of North Shields, and a sloop, were in the same situation with the Planter. The crew of the

Gateshead, nine in number, took to their own boat, which sunk, and seven of them were lost; the other two saved themselves by ropes thrown from the Mary. After the life boat had landed the crew of the Planter, she went off successively to the other vessels, and brought the whole of their crews safe to shore, together with the two persons who had escaped from the boat of the Gateshead.

Mr. Carter adds, that he has seen the life boat go to the assistance of other vessels, at different times, and that she ever succeeded in bringing the crews on shore; that he had several times observed her to come on shore full of water, and always safe.

An account of the Northumberland Life Boat.

The Northumberland life boat, so called from its being built at the expence of his Grace the Duke of Northumberland, and presented by him to North Shields, was first employed in November 1798, when she went off to the relief of the sloop Edinburgh, of Kincardine, which was seen to go on the Herd Sands, about a mile and a half from the shore. Ralph Hillery, one of the seamen who went out in the life boat to her assistance, relates, that she was brought to an anchor before the life boat got to her; that the ship continued to strike the ground so heavily, that she would not have held together ten minutes longer, had not the life boat arrived; they made her cut her cable, and then took seven men out of her, and brought them on shore; that the sea was at that time so monstrously high, that no other boat whatever could have lived in it. He stated, that in the event of the life boat filling with water, she would continue still upright, and would not founder, as boats of a common construction do; that he has seen her go off scores of times, and never saw her fail in bringing off such of the crews as staid by their ships.

It also saved (as appears from other accounts) the crew of the brig Clio, of Sunderland, when she struck upon the rocks called the Black Middens, on the north side of the entrance of Tynemouth Haven.

October 25th, 1799, the ship Quintilian, from St. Petersburgh, drove on the Herd Sand, from the force of the sea, wind at N. E. knocked her rudder off, and was much damaged; but the crew were brought on shore by the life boat. The great utility of this life boat is also confirmed by many other recent circumstances: one among which is that of the ship Sally, of Sunderland, which, in taking the harbour of Tynemouth, on December 25th, 1801, at night, struck on the bar: the crew were brought on shore by the life boat, but the ship was driven among the rocks.

On the 22d of January 1802, in a heavy gale of wind, from the N. N. W. the ship Thomas and Alice, in attempting the harbour of South Shields, was driven on the Herd Sand: the Northumberland life boat went to her assistance; took, as was supposed, all the people out, and pulled away from the ship to make the harbour, when they were waved to return by a man who had been below deck. On taking this man out they encountered a violent gust of wind, under the quarter of the ship; the ship at the same time drove among the breakers; and, entangling the boat with her, broke most of the oars on that side of the boat next the ship, and filled the boat with water. By the shock several of the oars were knocked out of the hands of the rowers, and that of the steersman. In this situation, the steersman quickly replaced