The other types of pulling and sailing life-boats are all non-self-righting, and are specially suitable for the requirements of the different parts of the coast on which they are placed. Their various qualities will be understood by a glance at the illustrations (figs. 4, 5, 6, 7 and 8).
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| Fig. 4.—Plans, Profile and Section of Cromer Type of Life-boat. | |
A, Deck. B, Relieving valves for automatic discharge of water off deck. | C, Side air-cases above deck. E, Wale, or fender. G, Water-ballast tanks. |
The Institution continues to build life-boats of different sizes according to the requirements of the various points of the coast at which they are placed, but of late years the tendency has been generally to increase the dimensions of the boats. This change of policy is mainly due to the fact that the small coasters and fishing-boats have in great measure disappeared, their places being taken by steamers and steam trawlers. The cost of the building and equipping of pulling and sailing life-boats has materially increased, more especially since 1898, the increase being mainly due to improvements and the seriously augmented charges for materials and labour. In 1881 the average cost of a fully-equipped life-boat and carriage was £650, whereas at the end of 1901 it amounted to £1000, the average annual cost of maintaining a station having risen to about £125.
The transporting-carriage continues to be a most important part of the equipment of life-boats, generally of the self-righting type, and is indispensable where it is necessary to launch the boats at any point not in the immediate vicinity of the boat-house. It is not, however, usual to supply carriages to boats of larger dimensions than 37 ft. in length by 9 ft. beam, those in excess as regards length and beam being either launched by means of special slipways or kept afloat. The transporting-carriage of to-day has been rendered particularly useful at places where the beach is soft, sandy or shingly, by the introduction in 1888 of Tipping’s sand-plates. They are composed of an endless plateway or jointed wheel tyre fitted to the main wheels of the carriage, thereby enabling the boat to be transferred with rapidity and with greatly decreased labour over beach and soft sand. Further efficiency in launching has also been attained at many stations by the introduction in 1890 of pushing-poles, attached to the transporting-carriages, and of horse launching-poles, first used in 1892. Fig. 9 gives a view of the modern transporting-carriage fitted with Tipping’s sand- or wheel-plates.
| Fig. 5.—Plans, Profile and Section of Liverpool Type of Life-boat. A, B, C, E, G, as in fig. 3; D, end air-compartments; F, iron keel; H, drop-keels. |
The life-belt has since 1898 been considerably improved, being now less cumbersome than formerly, and more comfortable. The feature of the principal improvement is the reduction in length of the corks under the arms of the wearer and the rounding-off of the upper portions, the result being that considerably more freedom is provided for the arms. The maximum extra buoyancy has thereby been reduced from 25 ℔ to 22 ℔, which is more than sufficient to support a man heavily clothed with his head and shoulders above the water, or to enable him to support another person besides himself. Numerous life-belts of very varied descriptions, and made of all sorts of materials, have been patented, but it is generally agreed that for life-boat work the cork life-belt of the Institution has not yet been equalled.
| Fig. 6.—Plans, Profile and Section of Norfolk and Suffolk Type of Life-boat. A, B, E, F, G, H, as in fig. 4; A, side deck; I, cable-well. |
Life-saving rafts, seats for ships’ decks, dresses, buoys, belts, &c., have been produced in all shapes and sizes, but apparently nothing indispensable has as yet been brought out. Those interested in life-saving appliances were hopeful that the Paris Exhibition of 1900 would have produced some life-saving invention which might prove a benefit to the civilized world, but so lacking in real merit were the life-saving exhibits that the jury of experts were unable to award to any of the 435 competitors the Andrew Pollok prize of £4000 for the best method or device for saving life from shipwreck.
| Fig. 7.—Plan, Profile and Section of Tubular Type of Life-boat. A, deck; E, wale, or fender; H, drop-keel. |
The rocket apparatus, which in the United Kingdom is under the management of the coast-guard, renders excellent service in life-saving. This, next to the life-boat, is the most important and successful means by which shipwrecked persons are rescued on the British shores. Many vessels are cast every year on the rocky parts of the coasts, under cliffs, where no life-boat could be of service. In such places the rocket alone is available.